TO 1 C-141 C-1

(FS

SECTION III EMERGENCY PROCEDURES PARTI TABLE OF CONTENTS

TEXT PAGE 3-5 TEXT PAGE INTRODUCTION LANDING GEAR ELECTRICAL MALFUNCTION CHECKLIST 3-38 LANDING GEAR EMERGENCIES 3-38 LANDING GEAR EMERGENCY EXTENSION CHECKLIST 3-39 LANDING GEAR WARNING LIGHT I L L U M I N AT E D 3-42 MAIN LANDING GEAR BOGIE MALFUNCTIONS 3-42 MLG STEP 2 HANDLE FAILURE 3-41 RAPID DECOMPRESSION 3-34 REPOSITIONING OF PALLETIZED CARGO/AIRPDROP PLATFORMS 3-36 SMOKE AND FUME ELIMINATION CHECKLIST 3-15 THRUST REVERSER FAILURE 3-14 W I N G A N T I - I C E O V E R H E AT 3 - 2 2 WING FIRE CHECKLIST 3-19 LANDING 3-44 CONTROLLABILITY CHECK 3-44 DITCHING 3-52 GO-AROUND WITH ONE OR MORE E N G I N E S I N O P E R AT I V E 3 - 4 5 L A N D I N G W I T H F L AT T I R E 3 - 4 7 LANDING WITH NOSE GEAR RETRACTED 3-46 LANDING WITH ONE OR MORE E N G I N E S I N O P E R AT I V E 3 - 4 4 LANDING WITH ONE OR MORE MAIN GEARS RETRACTED OR MISSING 3-45 TOUCHDOWN RELAY MALFUNCTIONS ..3-46 WHEELS UP LANDING 3-48 SYSTEMS 3-69 AILERON HYDRAULIC POWER CONTROL FAILURE 3-73 AILERON TAB MALFUNCTIONS 3-74 A N N U N C I ATO R PA N E L S 3 - 5 9 AUTOTHROTTLES MALFUNCTION 3-63 BATTERY LIGHT ILLUMINATED 3-69 CDS CAUTIONS, WARNINGS. AND ADVISORIES (CWA) 3-62

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GENERAL 3-5 EMERGENCY ENTRANCES AND EXITS ....3-5 EMERGENCY SIGNALS 3-5 GROUND O P E R AT I O N S 3-6 AUXILIARY POWER UNIT FIRE - CREW NOT IN PLACE CHECKLIST 3-6 FIRE ON THE GROUND 3-7 FUSELAGE FIRE - CREW NOT IN PLACE CHECKLIST 3-6 TA K E - O F F 3-8 ABORT PROCEDURES 3-8 B R A K E L I M I TAT I O N S . . . . . 3 - 9 IN-FLIGHT 3-10 A I R S TA RT C H E C K L I S T 3 - 1 3 BAILOUT 3-37 BLEED AIR SMOKE CHECKLIST 3-20 BLEED DUCT OVERHEAT CHECKLIST.... 3-21 B R A K E S Y S T E M FA I L U R E 3 - 4 3 CARGO JETTISON 3-35 DOOR OPEN WARNING LIGHT I L L U M I N AT I O N 3-31 ELECTRICAL FIRE CHECKLIST 3-23 EMERGENCY ENGINE SHUTDOWN CHECKLIST 3 - 11 EMERGENCY FLARE JETTISON CHECKLIST 3-37 ENGINE FAILURE DURING CLIMB 3-10 ENGINE FAILURE DURING CRUISE 3-10 ENGINE FAILURE/FIRE DURING TA K E - O F F 3-10 E N G I N E M A L F U N C T I O N S 3 - 11 ENGINE SHUTDOWN CONDITIONS 3-10 FAILURE OF NOSE LANDING GEAR WHEELS TO CENTER UPON EXTENSION 3-41 FUEL JETTISON CHECKLIST 3-34 FUSELAGE CRACKS 3-32 IN-FLIGHT EMERGENCY FLARE JETTISON 3-36

3-1

TO 1C-141C-1 TEXT CDS/FMS EQUIPMENT FAILURES/ CMDS (AN/ALE-47) ABNORMAL O P E I AT I FA I R O C S M AT R 3 3 - 4 I M U LTRP L EN G PL U R EE D U R E S I X - 6 4 6 2 ELECTRICAL POWER SYSTEM FAILURE 3-65 ELEVATOR HYDRAULIC POWER CONTROL FAILURE 3-74 ENVIRONMENTAL SYSTEM MALFUNCTIONS 3-72 FLAP SYSTEM FAILURE 3-76 FLIGHT CONTROL MALFUNCTIONS 3-73 F R E E F L O AT I N G S TA B I L I Z E R 3 - 7 7 FUEL SYSTEM FAILURES 3-79 H Y D R A U L I C S Y S T E M FA I L U R E 3 - 8 0 ITEM FIG PA G E pAGE

TEXT

PA G E

JAMMED AILERON CHECKLIST 3-73 LOSS OF ALL GENERATORS CHECKLIST 3.66 LOSS OF NORMAL DC POWER (AC POWER NORMAL) 3-69 PITCH TRIM MALFUNCTIONS 3-75 RADAR MALFUNCTION 3-83 RUDDER HYDRAULIC POWER CONTROL FAILURE 3-77 SCADC FAILURE 3-83 S P O I L E R S Y S T E M FA I L U R E 3 - 7 8 UNCOMMANDED YAW IN-FLIGHT 3-78 W I N D S H I E L D I M PA I R M E N T 3 - 8 4 YAW D A M P E R FA I L U R E 3 - 7 9

EMERGENCY DESCENT 3-1 3-33 I MFD FAULT INDICATIONS 3-1A 3-64.1

3-2 Change 1

TO 1 C - 1 4 1 C - 1 m

ps*"^>

PART II TABLE OF CONTENTS

TEXT PAGE ... 3-85 ... 3-85 THREE-ENGINE TAKE-OFF PROCEDURE TEXT TAKEOFF WARNING ANNUNCIATION MALFUNCTION PA G E A INTRODUCTION BATTERY START CHECKLIST ..

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J ^

...

3-89

FIRE HANDLE START CHECKLU>T .... ... 3-86 PUSH-BACK/TOW PROCEDURES BACKING THE AIRCRAFT ... 3-87 ... 3-88

... 3-90 A
3-91 3-92 A A

ZERO FLAP TAKE-OFF PROCEDURE .. . . . FUEL TANK EMPTY OUT OF SEQUENCE ...

ITEM DITCHING

FIG 3-21 3-2 3-3 3-4

PAGE 3-117 3-93 3-94 3-98

ITEM MAIN LANDING GEAR DOWNLOCK SELECTOR VALVE MAIN LANDING GEAR SELECTOR VALVE MAXIMUM LOAD PROFILE MLG DOWNLOCK PAWL MLG STEP 2 HANDLE FAILURE CHOPPING AREA NLG UPLOCK EMERGENCY ACCESS NLG UPLOCK EMERGENCY RELEASE NOSE LANDING GEAR SELECTOR VALVE PRYING MLG DOWNLOCK PRYING MLG DRAG LINK TYPICAL RADAR APPROACH TWO ENGINE CONFIGURATION

FIG 3-15 3-14 3-5 3-9 3-17 3-10 3-11 3-16 3-8 3-7

PA G E
3 - 111 3 - 11 0 3-99 3-105 3 - 11 3 3-106 3-107 3 - 11 2 3-104 3-102

A
A A W *A f m A *A m

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EMERGENCY ENTRANCES AND EXITS (TYPICAL) EMERGENCY EQUIPMENT AND EXITS

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ENGINE FAILURE AFTER GO SPEED HIGH ALTITUDE PENETRATION AND APPROACH (TWO ENGINE CONFIGURATION) HYDRAULIC SYSTEM NO. 2 SERVICE CENTER LANDING GEAR MANUAL CONTROLS LATERAL STABILITY LOW ALTITUDE PENETRATION AND APPROACH (TWO ENGINE CONFIGURATION) MAIN LANDING GEAR DOOR LOCK SELECTOR VALVE

3-18 3-12 3-6 3-22

3-114 3-108 3-100 3-119

3-19 3-13

3-115 3-109

3-20

3 - 11 6

'A

3-3

TO 1C-141C-1

PART III TABLE OF CONTENTS

TEXT INTRODUCTION PA G E T E X T 3-120 PAGE ^ DITCHING CHART (PLANNED) 3-124 Medical Crew Director 3-124 Flight Nurse 3-126 C h a r g e M e d i c a l Te c h n i c i a n 3 - 1 2 8 Second Aeromedical E v a c u a t i o n Te c h n i c i a n 3 - 1 3 0 Third Aeromedical Evacuation . Te c h n i c i a n 3-132 WHEELS UP LANDING CHART (PLANNED) 3-135 Medical Crew Director 3-135 Flight Nurse 3-137 C h a r g e M e d i c a l Te c h n i c i a n 3 - 1 3 9 Second Aeromedical E v a c u a t i o n Te c h n i c i a n 3 - 1 4 1 Third Aeromedical Evacuation Te c h n i c i a n 3-143

AEROMEDICAL EVACUATION CREW MEMBER (AECM) ABBREVIATIONS .... 3-120 EMERGENCY SIGNALS see 3-5 GROUND O P E R AT I O N S 3-121 GROUND EVACUATION - CREW NOT IN PLACE CHECKLIST 3-121 FIRE ON THE GROUND 3-121 IN-FLIGHT 3-122 DOOR OPEN WARNING LIGHT I L L U M I N AT I O N 3-122 RAPID DECOMPRESSION 3-122 SMOKE AND FUME ELIMINATION CHECKLIST 3-122 LANDING DITCHING AND WHEELS UP LANDING 3-123 3-123

ITEM

FIG

PA G E

C-141 AEROMEDICAL EVACUATION DITCHING PLAN .. 3-23 3-134

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TO 1 C-141 C-1

INTRODUCTION.

1. Ground evacuation One long, sustained blast. 2. Ditching or crash landing immediately after takeoff One long, sustained blast. 3. Prepare for ditching or crash landing - Six short blasts. 4. Brace for impact - One long, sustained blast. 5. Prepare to bail out - Three short blasts. 6. Bail out - One long, sustained blast. 7. For immediate bailout, the pilot will sound the warn ing horn and transmit "BAIL OUT, BAIL OUT. BAIL OUT', over the PA system.

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GENERAL
This section contains what experience has shown to be the best procedures in meeting the various emergencies which may be encountered. These procedures will ensure maximum safety for the crew and/or aircraft until a safe landing or other appropriate action is accomplished. Multiple emergen cies may require modication of these procedures. The CRITICAL items (ALL CAPITAL BOLDFACE LETTERS) contained in the various EMERGENCY procedures are those steps which must be performed without reference to written checklists. These critical steps shall be committed to memory. All other items are considered non-critical and contribute to an orderly sequence of events after the emergency is under control. After the pilot, copilot, and engineer complete the BOLDFACE ITEMS and the pilot calls for the emergency checklist, the engineer will review the entire checklist ensur ing that all items are accomplished. Only challenge and re sponse items and items requiring clarication will be called out on interphone. All other crewmembers will review the BOLDFACE items on their checklist as a cleanup reference when completing their checklist. EMERGENCY checklist items will be called for and accomplished in sequence. When an airborne emergency occurs, the following rules apply: 1. Maintain aircraft control. It is desirable for one pilot to y the aircraft and not be directly involved in the emergen cy actions. 2. Analyze the situation. Emergency procedures, BOLD print included, should be accomplished only after the crew member has positively identied the malfunctioning system and considered the effect of emergency-related actions on aircraft performance. 3. Take coordinated corrective action. Although many in-ight emergencies require immediate corrective action, difculties can be compounded by the tempo of the pilot's commands and hurried execution by the crew. Commands must be clear and concise, allowing time for acknowledgment of each command prior to issuing further instructions. The pilot must exercise positive conlrol of the crew by allowing time for acknowledgment and execution. The other crew members must be certain their reports to the pilot are clear and concise, neither exaggerating nor understating the nature of the emergency. This eliminates confusion and ensures efcient, effective, and expeditious handling ofthe emergen cy.

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EMERGENCY ENTRANCES AND EXITS. WARNING

If it becomes necessary to open or reinstall any hatch in-ight, extreme care should be exercised to prevent the hatch from entering the slipstream. Failure to comply may result in injury to personnel and damage to equipment. Emergency entrances and exits (gures 3-2 and 3-3) are provided on the lop and both sides of the fuselage. SIDE ESCAPE HATCHES - Can be opened from the inside by rotating the release handles. Can be opened from the outside by pushing the handle release button and rotating release handles. No. I ESCAPE HATCH (CREW HATCH) - Can be opened from the inside by rotating the release handle. Can be opened from the outside by pulling the release ring adjacent to the hatch. Aircraft modied by TCTO 711 have an additional handle to facilitate removal and installation of the hatch in-ight. No. 2 ESCAPE HATCH - Can be opened from the inside by rotating the release handle. Can be opened from the out side by pulling the release ring adjacent to the hatch. The hatch is hinged on the forward edge and swings open out ward. No. 3 ESCAPE HATCH - Can be opened from the inside by rotating the release handle. Can be opened from the out side by striking the rectangular bump plate located above and inboard of the hatch; it is placarded EXIT RELEASE PUSH. No. 4 ESCAPE HATCH - This hatch can be opened from the inside by pulling down on the ditching stop handle and then rotating the release handle. This allows the hatch to open inward and rest on the ditching stop. To completely open the hatch, push up on the ditching slop handle. This disengages the ditching stop and releases the hatch.

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4. Study the aircraft's conguration and land as the situa tion dictates. A controllability check may be advisable.

EMERGENCY SIGNALS.

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When an emergency arises, the crew will be notied of the nature of the emergency and intended action. If passengers are carried, they should be notied when appropriate. The following warning horn signals are used when abandoning the aircraft or during a crash landing or ditching.

3-5

TO 1 C-141 C-1 WARNING

Keep clear of the swinging arc of the No. 4 hatch when releasing it from its ditching stop position. The hatch swings down and inward and may strike the person standing on the rope ladder. The hatch can be opened from the outside by pulling the release ring adjacent to the hatch. The release ring is attached to the hinge pins by cable mechanical linkage. When the release ring is pulled, the hatch hinge pins are disengaged and the hatch falls slightly outboard, then to the cargo deck inside the aircraft. CREW ENTRANCE AND TROOP DOORS - Can be opened from the inside by rotating the release handle pulling inboard, and sliding up in the tracks. Can be opened from the outside by pulling and rotating the release handle, pushing the door in, and sliding up in the tracks. The cargo doors may be opened for emergency exit as may the pilot's and copilot's side windows.

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GROUND OPERATIONS.
AUXILIARY POWER UNIT FIRE FLIGHT ENGINEER 1. APU FIRE HANDLE PULLED 2. AGENT - DISCHARGED 3. POWER SELECT SWITCH - AS REQUIRED Attempt to power the aircraft from any available source. 4. CREW/TOWER NOTIFIED Notify the available personnel to use portable re extinguish ers as necessary. If commu nications are available with the tower, notify them of the na ture of the emergency, aircraft number, and location. FUSELAGE FIRE - CREW NOT IN PLACE CHECKLIST. FLIGHT 1. CREW/TOWER NOTIFIED Notify the available personnel to use re extinguishers as necessary. If communications are available with the tower, notify them of the nature of the emergency, aircraft num ber, and location. ENGINEER SCANNER LOADMASTER 1. CREW/TOWER - NOTIFIED Notify the available personnel to use re extinguishers as necessary. If communications are available with the tower, notify them of the nature of the emergency, aircraft num ber, and location. CREW NOT IN PLACE CHECKLIST. SCANNER 1. GROUND EXITS - OPEN 2. TROOPS/CREW EVACUATE LOADMASTER 1. Ground Exits - OPEN 2. Troops/Crew - EVACUATE

1. GROUND EXITS - OPEN 2. TROOPS/CREW - EVACU ATE NOTE If practical, close the troop oxygen manual shutoff valves prior to evacuation.

3-6

TO 1C-141C-1 FLIGHT ENGINEER 2. POWER-OFF APU, power selector switch, the MFSI, the battery switch, and MSU 1 and 2 will be turned off. NOTE If practical, close the crew oxygen manual shutoff valve prior to evacuation. SCANNER LOADMASTER 2. POWER-OFF Power selector switch, the MFSI, the battery switch, and MSU 1 and 2 will be turned off. 3. GROUND EXITS - OPEN 4. TROOPS/CREW - EVACU ATE NOTE If practical, close the troop oxygen manual shutoff valves prior to evacua tion. FIRE ON THE GROUND. If a re occurs or if aircraft evacuation is required while on the ground, accomplish the applicable BOLD PRINT items, then call for and complete the Fire On The Ground checklist. If an engine or APU re is reported or re indication is observed while the aircraft is on the ground, accomplish all of the BOLD PRINT items, call for and complete the Fire On The Ground checklist. Because of the complex combinations of power sources and requirements that may exist during ground operations, care must be taken to fully analyze problem before corrective action is taken. The copilot will silence the audible re alarm when activated. PILOTS 1. BRAKE SELECTOR "EMERGENCY" (P, CP) 2. FIRE HANDLE"PULLED" (P, E) If a re is indicated, the pilot will pull the engine re handle or direct the engineer to pull the APU re handle. 3. AGENT - "DISCHARGED" (P,E) If re indication persists, the pilot will discharge the agent to the engine or direct the engi neer to discharge the agent to the APU. If re persists, move bottle select switch to ALTER NATE and discharge agent. 4. Parking Brake - "SET" (P) 5. Ground/Flight Crew "NOTIFIED" (P, CP) ^ FLIGHT ENGINEER 1. Brake Selector EMERGENCY (P, CP) Fire Handle "PULLED" (P.E) Pull the APU re handle on the pilot's command. For engine re, ensure the correct re handle was pulled. Agent "DISCHARGED" (P.E) Discharge the agent to the APU on the pilot's command. For engine re, ensure the agent was discharged, if needed. SCANNER/LOADMASTER

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P
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4. Parking Brake SET" (P) 5. Ground/Flight Crew NOTIFIED" (P. CP)

C Change 1 3-7

TO 1C-141C-1 PILOTS The pilot will notify the ight and ground crews of the emer gency. If a re occurs in the fuselage or aircraft compart ment, the pilot will direct all crewmembers not engaged in required duties to ght the re. The copilot will notify ground/ tower of the nature of the emergency, aircraft number, and aircraft location. 6. Ground Exits - "OPEN" (P), "OPENING" (S/LM/MCD) Direct the Scanner/Loadmaster to open ground exits as re quired. 7. Fire Handles - "AS REQUIRED" (P, E) Pull all remaining re handles prior to A/C evacuation. 8. Troops/Crew - "AS REQUIRED" (P) Direct evacuation if necessary. 9. MFSI - "AS REQUIRED" (P) 10. INS 1 and 2-"AS REQUIRED" (P) NOTE If practical, close the crew oxygen manual shutoff valves prior to evacuation. 9. MFSI AS REQUIRED" (P) 10 INS 1 and 2 - "AS REQUIRED" (P) 11. Power Select Switch - AS REQUIRED 12. Battery - AS REQUIRED FLIGHT ENGINEER 8. All Boost Pumps - OFF 9. Crossfeeds - CLOSED

SCANNER/LOADMASTER

^X

Ground Exits - "OPEN" (P), "OPENING" (S/LM/MCD)

1. Ground Exits - "OPEN" (P), "OPENING" (S/LM/MCD) Open the ground exits as directed by the pilot.

7. Fire Handles - "AS REQUIRED" (P, E) Pull APU re handle on pilot's command. 8. Troops/Crew - "AS REQUIRED" (P) 2. Troops/Grew - "AS REQUIRED" (P) If the pilot directs evacuation, acknowledge and evacuate the troops. NOTE It practical, close the troop oxygen manual shutoff valves prior to evacua tion.

TAKE-OFF.
ABORT PROCEDURES. If the take-off must be aborted, use the following proce dures: I. Retard all throttles to REV IDLE, and state "SPOILERS.' The copilot will place the spoiler lever to the GROUND position. 2. Use symmetrical reverse thrust as required.
4A/WWUUUWW\A

i CAUTION I
d v W U W WA A A A A n

Do not apply asymmetrical engine power unless absolutely necessary. 3. Apply brakes as required. 4. After rollout, determine reason for abort, and take necessary corrective action. 5. Refer to brake limits chart in Section V. 6. Accomplish After Landing Checklist.

3-8

TO 1 C-141 C-1 BRAKE LIMITATIONS. Taxi.

Tires generate heat when in motion regardless of braking. During operation, this heat rise is expected and can be formi dable depending on several factors: taxi speed, taxi distance, number of turns, ambient temperature, and correct tire ina tion pressure.

combat area and the kinetic energy exceeds 6 million foot pounds but is less than 18 million foot-pounds, a take-off may be made. Leave the landing gear down after lift-off for two minutes for each one million foot-pounds above 6 million foot-pounds.

WARNING
If a second rejected take-off is made, heat buildup will invalidate gure S-JO. The brake energy lim its may be exceeded causing blown fuse plugs and re. Practice rejected take-offs shall not be accomplished.

NOTE $P1
The brake limit chart in this TO and TO 1C-141B-I-1 does not take into account taxi distances.

Aborted Take-off, No Braking.

If brakes are not used, a second take-off may be initiated.

High Energy Aborted Take-offs or Braked Landings.

Any braking effort between 18 lo 27 million foot-pounds must be handled with caution.

WARNING WARNING
Before a second take-off is attempted, the possibil ity of a second rejected takeoff must be consid ered. Published RTO distances no longer apply since the wheels and brakes will probably have been subjected to a long duration taxi operation. If excessive braking has been used during an emer gency stop and the brakes are reported overheated, the aircraft should not be taxied any more than necessary to clear the runway. Maneuver the air craft into an uncongested area, chock the nose gear, and release the parking brake for the pre scribed cooling. Taxi time will not be included in cooling time calculations. Do not approach overheated brakes for 45 minutes. Braking efforts above 27 million foot-pounds may cause damage to the brakes, blown fuses, or re. Braking efforts signicantly above 39.4 million foot-pounds will melt wheel and brake assemblies and probably cause damage to landing gear structure. Approach only from front or rear for re ghting. Hydraulic uid re may be imminent. Use dry chemical re extinguisher if possible. However, if other ex tinguishers must be used, apply as fog or foam and do not spray directly on wheels. After brakes have cooled, they should be removed and replaced.

Aborted Take-off, With Braking, or Braked Land ings.

If the brakes are used, determine the amount of kinetic energy absorbed by the brakes from gure 5-10. If this does not exceed 6 million foot-pounds per brake, another take-off may be attempted provided the reason for the rejected take-off is corrected. If the kinetic energy absorbed exceeds 6 million foot-pounds, comply with the limitations of gure 5-10. If taxiing back for a second take-off and brakes are reported between 6 and 18 million foot-pounds, taxi time will not be included as part of the cooling time. Taxiing or setting the parking brake invalidates charted cooling time. In an emergency situation, when the aircraft must be evacuat ed from a forecasted hazardous weather area or forward

3-9

TO 1 C-141 C-1

IN-FLIGHT.
ENGINE FAILURE/FIRE DURING TAKE-OFF. If an engine failure/re occurs after passing go speed, the take-off should be continued (gure 3-4). Loss of an outboard engine during take-off requires immedi ate and positive corrective action to maintain directional control. Rapidly establish a bank angle of at least 5 degrees (7 degrees of bank and/or 50 percent of wheel throw with two engines out on the same side) away from the dead engine before reaching full rudder input Both motions should occur almost simultaneously so that directional control can be maintained. Climb performance may be marginal at heavy gross weights. The landing gear should be retracted when a positive rate of climb is observed. If obstacle clearance is a factor or additional climb performance is required, climb at Vmco until reaching at least 1,000 feet AGL and clear of the ob stacle. WARNING Do not exceed 15 degrees of bank when climbing at Vmco with aps at TAKE OFF/APPROACH. Accelerate to Vmfr, retract aps, then accelerate to 3-engine/2-engine climb schedule or a maneuvering speed of 200 KCAS. If safe altitude cannot be maintained with available thrust, jettison fuel and land as soon as possible. Refer to the Fuel Jettison checklist. Loss of Two Engines. Consideration should be given to selecting rudder pressure override and autopilot control to ease pilot workload. Experi ence has shown that a ap setting of 40% has allowed heavy weight aircraft to take advantage of the maximum lift over drag coefcient. This 40% setting produced enough lift while giving the aircraft time, with the least amount of drag, to rst climb above terrain and then accelerate to a better margin above stall speed. Changing ap setting under these condi tions must be accomplished slowly and judiciously. ENGINE FAILURE DURING CLIMB. Engine failure during climb is not considered critical pro vided the recommended climb speed schedule is maintained. The recommended three-engine climb speed is 250 knots until reaching 10,000 feet, then 260 knots until reaching 0.65 Mach, then 0.65 Mach up to cruise altitude. The recom mended two-engine climb speed is 220 KCAS until reaching 0.45 Mach, then 0.45 Mach up to cruise altitude. ENGINE FAILURE DURING CRUISE. Failure of an engine during cruise will not appreciably affect directional control, but will result in a slower cruise speed and decrease the optimum altitude. The type cruise procedure being own will dictate whether a climb to optimum cruise altitude or descent is required. Overall range will be reduced appreciably with the loss of an engine. If loss of thrust is experienced on one or more engines while ying above the 3- or 2-engine cruise ceiling, begin descent and set NRT. When the descent is established, drift-down will be accom plished using the cruise KCAS being own prior to engine failure. It will be maintained until the appropriate cruise altitude is approached, then transition to cruise airspeed/ Mach, as required. ENGINE SHUTDOWN CONDITIONS. The following conditions require immediate engine shut down: 1 . 2. 3 . Engine re. Engine disintegration. Extreme engine vibration. WARNING When an engine fails or is shut down for engine re, disintegration, or extreme vibration, the other engine, wing, landing gear, and fuselage on the side ofthe failed engine may have suffered signi cant collateral damage. Instrument readings on the other engine may indicate normal operation after sustaining substantial damage. Upon landing shut down the remaining engines as soon as pos sible. Inspect all engines as soon as possible. Inspect the entire aircraft for collateral damage prior to continued operation. The following malfunctions may not require immediate en gine shutdown: 1. Oil pressure out of limits. 2. High oil temperature. 3. Low oil quantity. 4. Excessive EGT. 5. Starter disintegration. 6. Clogged fuel lter. 7. CSD will not disconnect. 8. High EVI. ^

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/ ^

3-10

TO 1 C-141 C-1 ENGINE MALFUNCTIONS INDICATIONS Oil pressure above 60 PSI Oil pressure 35-40 PSI or 55-60 PSI Oil pressure below 35 PSI Oil pressure below 35 PSI during deceleration Oil temperature high Oil temperature over 120C LOW OIL QTY light LOW OIL PRESSURE light STARTER VALVE OPEN light Excessive Vibration RECOMMENDED ACTION Shut down if not needed for ight. Monitor until completion of ight. Shut down if not needed for ight. Acceptable if pressure returns to 35 PSI or higher within 10 minutes. Advance throttle for cooling. Shut down if not needed for ight. Advisory, shut down only if temperature or pressure goes out of limits. Either low oil pressure or clogged lter indicated; shut down if not needed for ight. Shut down if not needed for ight, only if starter dis integration has occurred. Do not shut down based solely on EVI. Attempt to isolate cause to engine driven accessory. Shut down if failure is conrmed by abnormal engine indi cations or vibration in the throttles or airframe.

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EMERGENCY ENGINE SHUTDOWN CHECKLIST. If an engine re indication occurs (steady light with an audible warning), pylon re/overheat indication occurs (ashing light), or an engine malfunction occurs that requires shutting an engine down, accomplish the boldface items and call for the Emergency Engine Shutdown checklist. Retarding the throttle to IDLE START prior to accomplishing the boldface is permissible. NOTE In bright sunlight, it is possible that the warning lights in the re handles may not be visible. If an audible re alarm should sound, shading the handles may be required to determine which one is illuminated. PILOTS 1. "No. _ FIRE HANDLE PULLED" (P) Conrm the proper re handle identied. 2. AGENT - "AS REQUIRED" (P) If an engine re indication persists after the re handle is pulled, discharge the agent. If re continues after rst bottle, move Bottle Selector switch to ALTERNATE position, and dis charge the agent. FLIGHT ENGINEER 1. No. _ Fire Handle PULLED (P) Ensure the proper re handle is pulled. Agent (P) AS REQUIRED SCANNER

Ensure the agent was dis charged, if needed.

3-11

TO 1 C-141 C-1 PILOTS FLIGHT ENGINEER SCANNER

WARNING When fire indication extinguishes, test re/overheat warn ing system to en sure proper opera tion. If an engine fire has been extin guished by using one bottle only, do not move the Bottle Select Switch for that wing to its al ternate position. A bottle will then be available if a re should occur in the other engine on that side. 3. No. Throttle - "No. _ IDLE START" (P) 4. No. _ Fuel and Ignition "No. _ STOP" (P) 5. Engine/Pylon Scan - "AS REQUIRED" (P/CP. S) 3. No. _ Throttle - "No. _ IDLE START" (P) 4. No. _ Fuel and Ignition "No. _ STOP" (P) 5. Engine/Pylon Scan - "AS REQUIRED" (P/CP. S) 6. Boost Pumps - OFF Affected engine. 7. Crossfeed - CLOSED 8. Bleed Valve - CLOSED 9. Generator - OFF No. _ Engine Anti-Ice "OFF" (P) 10. No. _ Engine Anti-Ice "OFF" (P) 11. Performance Data - AS REQUIRED If applicable, provide 3-engine altitude, NRT, and fuel remain ing to the pilot. 12. Emergency Engine Shut down Check - "COM PLETED" (E) 1. Engine/Pylon Scan - "AS REQUIRED" (P/CP, S) z - ^

3-12

TO 1C-141C-1

AIR START CHECKLIST. If multiple engines ame out for other than mechanical reasons, improved air start capability will result if the Fuel and Start Ignition Switch is placed to AIR START before an appreciable reduction in RPM has occurred. If engine failure is due to improper operating technique or fuel starvation, an air start can usually be accomplished to restore normal engine operation. If the engine failure was caused by mechanical failure, an air start should not be attempted. The scanner will be in the cargo compartment on interphone to scan the engine during air start. I CAUTION I Oo not attempt to restart an engine that was shut down because of re or mechanical failure unless, in the opinion of the aircraft commander, a greater emergency exists. A recurrence of the emergency could be more serious than the rst occurrence. PILOTS FLIGHT ENGINEER 1. Main Generator Control Switch OFF 1. Continuous Ignition - "ON" (P) 2. Continuous Ignition - "ON" (P) 3. Continuous Ignition Circuit Breaker OPEN (Affected engine) 2. Throttle - "IDLE START" (P) 3. Fire Handle - "IN" (P) 4. Throttle - "IDLE START" (P) 5. Fire Handle - "IN" (P) 6. Main Boost Pump - ON 4. Fuel Enrichment Switch - "ON" (P) 5. Airspeed Between 178 and 350K/0.825M "WITHIN LIMITS" (P) 6. Fuel and Ignition - "AIR START' (P) NOTE Fuel and Start Ignition Switch must be held in AIR START until start indica tions are observed. A start should occur within 30 seconds as indi cated by increase in RPM and EGT. If the air start is unsuccessful, place the Fuel and Start Ignition Switch to STOP. (Place the fuel enrichment switch to OFF and accomplish the Emergency Engine Shutdown checklist.) 7. Fuel Enrichment Switch - "ON" (P) 8. Airspeed Between 178 and 350K/0.825M "WITHIN LIMITS" (P) 9. Fuel and Ignition - "AIR START" (P) 10. Oil Pressure - CHECKED 11. Engine Instruments - CHECKED 12. Bleed Valve - OPEN 13. Generator - ON
NOTE

Turn the main generator switch on af ter the engine has accelerated to approximately 50% N2 RPM. 14. Continuous Ignition Circuit Breaker CLOSE (Affected engine)

3-13

TO 1 C-141 C-1 PILOTS NOTE If initial restart attempt is unsuc cessful, consider changing altitude to increase outside air temperature for subsequent attempt(s). If the engine has been cold soaked, the low oil pressure light may remain illuminated for two min utes after the oil temperature reach es 40 degrees centigrade at idle RPM. Advise the ight engineer to monitor the engine oil pressure closely for proper indications. 7. Engine Anti-Ice - "AS REQUIRED" (P) 8. Fuel Enrichment Switch - "OFF (P) FLIGHT ENGINEER

15. Engine Anti-ice - "AS REQUIRED" (P) 16. Fuel Enrichment Switch - "OFP (P) 17. Fuel Management - AS REQUIRED 18. Air Start Check - "COMPLETED" (E)

THRUST REVERSER FAILURE. Thrust Reverser Pressure On Light Illuminated.

Assume that the actuator is pressurized and ensure mainte nance after landing.

Thrust reverser retraction may be attempted at higher alti tudes, but the pilot must check: a. Stall speed in the clean and approach conguration. b. Flap retract speed. 5. Airspeed Extend flaps to approach and reduce to 135 KCAS.

/"s**\

Thrust Reverser Unlocked Indication.

+*************** *****, C AUTIO

*>********1

2LJ:

NOTE
Increasing thrust on the affected engine may aid in closing the thrust reverser. 6. If the thrust reverser retracts, land as soon as possible. 7. If the thrust reverser cannot be retracted, aircraft per formance may be seriously degraded. Do NOT open the THRUST REV POS IND or THRUST REV PRESS VALVE PWR circuit breakers. This action may result in loss of pres sure to the thrust reverser actuators causing the thrust reverser to further extend, increasing the drag. Perform a controllabili ty check if conditions allow and land as soon as possible. >****> >*vvvv%**v*vv

If no aircraft yaw is experienced, do not rapidly retard the throttle to IDLE START, as this may cause the thrust reverser to open. I. Throttle - IDLE START (P) 2. THRUST REV POS IND & THRUST REV PRESS VALVE PWR circuit breakers - CLOSED (E) 3. Affected Engine - SCAN (S) If thrust reverser scans closed, continue at normal cruise speed. Maintain a periodic scan of the engine to verify it remains closed. If thrust reverser scans not closed: 4. Begin descent to 20,000 feet or less. Conditions per mitting, consider slowing to 200 KCAS in the descent. This should minimize the yaw effects of a thrust reverser gaping open.

I caution i;
*********%**

Following a thrust reverser opening in-ight, TO 1C-I41B-6 pylon inspection requirements will be accomplished prior to next ight.

3-14

TO 1 C-141 C-1 i

SMOKE AND FUME ELIMINATION CHECKLIST. All odors, smoke or fumes will be considered toxic. If the pressurized area is rapidly lling with smoke from < a fuselage re, it is essential that action be initiated to protect the crew and passengers from potentially dangerous A smoke. Ventilate the aircraft to suppress the re or smoke. 1

f^'
l* p>

PILOTS

N AV I G AT O R F L I G H T E N G I N E E R

SCANNER/ 1 LOADMASTER f 1. OXYGEN MASK 1 ON/100% f Don goggle/smoke f mask if required. j The scanner and A loadmaster will have 1 their oxygen mask '> connected to the air- A craft oxygen system 1 or to a portable oxy- * gen bottle as the sit- A uation dictates. 1

1. OXYGEN MASK 1. OXYGEN MASK 1. OXYGEN MASK AND GOGGLES AND GOGGLES AND GOGGLES ON/100% - ON/100% ON/100% Pilot will direct all crewmembers not engaged in control of aircraft to assist as necessary.

^ ^

r
#N

PILOTS

FLIGHT ENGINEER SCANNER/LOADMASTER A 2. FLIGHT STATION AIR FLOW SWITCH - MAX 3. AIR CONDITIONING MAS TER SWITCH - AS RE QUIRED Both packs operation al - Select BOTH One pack inopera tive - Select Operat ing Pack Both packs inopera tive Select RAM NOTE

(* p 1
#*^;

If origin of smoke, fumes or re can be isolated to the electri cal system after steps 1 through 3 have been accomplished, discon tinue this checklist and accomplish the Electri cal Fire checklist start ing with step 2.

3-15

k TO 1 C-141 C-1 1 PILOTS FLIGHT ENGINEER 4. CDS Cooling Fan Switch "AS REQUIRED" (P, CP) SCANNER/LOADMASTER

k 2. CDS Cooling Fan Switch 1 "AS REQUIRED" (P, CP) WA R N I N G I k If smoke/fumes are en1 the the cockpit from teringunderdeck areas, k place the CDS Cooling k F a n S w i t c h t o O F F. ,' 3. Autopilot - "AS REk QUIRED" (P). ^ Use the autopilot, when feasible, L to help control the aircraft. l 4. Flight Station Door - "AS r V R E Q U I R E D " ( P, S )

""-^l

5. Autopilot - "AS REQUIRED" (P)

6. Flight Station Door - "AS REQUIRED" (P, S) WA R N I N G I With smoke/fumes on the ight deck, open the door.

2. Flight Station Door - "AS REQUIRED" (P, S) ^ \

^N

k 5. Pressurization "AS k REQUIRED" (P)

7. Pressurization - "AS RE QUIRED" (P) If not suppressing fumes, and smoke is not clearing, depressurize. Cargo fumes created by gases evolved from liquids may be reduced by using maximum cabin pressurization and turn ing the oor heat off. If the problem still exists, descend to a lower altitude and consider cargo jettison. a. Cabin Altitude Limit Override Switch ORIDE

I 3-16

TO 1C-141C-1 PILOTS FLIGHT ENGINEER b. Use auto or manual controller as the situa tion dictates. WARNING Do not place the sys tem shutoff switches to OFF, air conditioning master switch to OFF, wing pylon and air conditioning compart ment overheat switches to TEST, or emergency depressu rization switches to DEPRESS. This will cause the ight compartment to rapidly ll with smoke/fumes. 8. Floor Heat Switch - OFF SCANNER/LOADMASTER Troop Oxygen Regulators AS REQUIRED (S/LM) WARNING If re is being fed by oxygen from the troop system, consideration should be given to turning system off us ing manual shutoff valves until re is sup pressed. 4. Therapeutic Oxygen Manu al Shutoff Valve - AS RE QUIRED (S/LM) 5. Assist Passengers to Don Oxygen Masks (S/LM) NOTE Putting a wet towel or handkerchief over the nose and mouth, or over the oxygen mask when utilized, affords better protection from smoke and fumes. Re locate the passengers as necessary. 6. No. 1 Hatch - "AS RE QUIRED" (P, S) 9. No. 1 Hatch - "AS RE QUIRED" (P, S) If there is an immediate need to clear the ight deck or if the car go area re is out and further ventilation is required, consider ation should be given to opening the No.1 hatch once depressurized. . No.1 Hatch - "AS RE QUIRED" (P, S)

The flight deck will momentarily fill with smoke being drawn forward from the underdeck or cargo compartment area. The flight station door must be open prior to opening No. 1 hatch. It will take approxi mately 70 pounds of pull at 200 KCAS to remove the No. 1 hatch when unpressurized.

3-17

TO 1C-141C-1 PILOTS 7. No. 4 Hatch - "AS RE QUIRED" (P, S/LM) FLIGHT ENGINEER 10. No. 4 Hatch - "AS RE QUIRED" (P, S/LM) If additional ventilation is re quired, open No. 4 hatch to assist in venting smoke/fumes. When smoke, fumes, or the re emergency is resolved, consideration may be given to restoring air craft to normal conguration as follows: 8. No. 4 Hatch - "AS RE QUIRED" (P, S/LM) 11. No. 4 Hatch - "AS REQUIRED" (P, S/LM) No. 4 hatch may be closed in-ight with little effort. 9. No. 1 Hatch - "AS RE QUIRED" (P, S) 12. No. 1 Hatch - "AS RE QUIRED" (P, S) 13. Floor Heat Switch - AS REQUIRED 10. CDS Cooling Fan Switch "AS REQUIRED" (P, CP) 11. Pressurization - "AS RE QUIRED" (P) 14. CDS Cooling Fan Switch "AS REQUIRED" (P, CP) 15. Pressurization - "AS RE QUIRED" (P) 16. Air Conditioning Master Switch - AS REQUIRED WARNING Do not position cabin altitude limit override switch to NORMAL un til cabin altitude is be low 13,000 feet. Repressurize to the de sired cabin altitude with auto or manual controller. 17. Flight Station Air Flow Switch - AS REQUIRED 18. Smoke and Fume Elimination Check - "COM PLETED" (E) 9. No. 1 Hatch - "AS RE QUIRED" (P, S) 10. Troop Oxygen Regulators AS REQUIRED (S/LM) 11. Therapeutic Oxygen Manual Shutoff Valve AS REQUIRED (S/LM) 8. No. 4 Hatch - "AS RE QUIRED" (P, S/LM) SCANNER/LOADMASTER 7. No. 4 Hatch - "AS RE QUIRED" (P, S/LM) " " ^

3-18

TO 1 C-141 C-1

WING FIRE CHECKLIST. ^ PILOTS 1. Wing Scan - "AS REQUIRED" (P/CP, S) The pilot will direct the scan ner to visually check affected wing for exact location of re and for structural damage. ^ \ If the re cannot be extingu ished, land as soon as possi ble, prepare to abandon the aircraft, crash land, or ditch. Increasing airspeed will sometimes aid in extinguishing the re. 2. Flight Control Switches "SET" (P, CP) FLIGHT ENGINEER 1. Wing Scan - "AS REQUIRED" (P/CP, S) 2. Affected Wing: a. Crossfeeds - CLOSED b. Boost Pumps - OFF c. Generators - OFF d. Bleed Valves CLOSED e. Hydraulic System Valves and Suction Boost Pump Switches -OFF 3. Flight Control Switches "SET" (P, CP) 4. Center Separation Valve CLOSED 5. Wing Isolation Valve NORMAL If the re extinguishes, perform the following if required: 6. Boost Pumps - AS REQUIRED Do not use boost pumps that were operating at time of re. 7. Generators - AS REQUIRED Turn generators ON only il needed. 8. Bleed Valves REQUIRED AS SCANNER 1. Wing Scan - "AS REQUIRED" (P/CP, S)

Open bleed valves only if needed. 9. Hydraulic System - AS REQUIRED a. Suction Boost Pump O N

b. Hydraulic System Valves - NORMAL

3-19

TO 1 C-141 C-1 PILOTS FLIGHT ENGINEER Actuate one at a time, and monitor appropriate hydraulic system quantity and pressure. 3. Flight Control Switches "AS REQUIRED" (P, CP) 10. Flight Control Switches "AS REQUIRED" (P, CP) 11. Wing Fire Check "COMPLETED" (E) BLEED AIR SMOKE CHECKLIST. Any system suspected of causing smoke or fumes should be isolated rst; i.e., if smoke comes from ight station gaspers, isolate the left pack. PILOTS 1. OXYGEN MASK AND GOGGLES ON/100% NAVIGATOR 1. OXYGEN MASK AND GOGGLES ON/100% FUGHT ENGINEER 1. OXYGEN MASK AND GOGGLES ON/100% 2. Bleed Valves (Sus pected Side) CLOSED SCANNER/ LOADMASTER 1. OXYGEN MASK ON/100% Don goggles/smoke mask if required. The scanner/loadmaster will have their oxygen con nected to the aircraft oxygen system or to a portable oxygen bottle S - \ as the situation dictates. SCANNER <^\

Wing Isolation Valve - OPEN

f
IF SMOKE STOPS 4. Isolation Valve - NORMAL 5. Bleed Valves (Suspected Side) - Open to identify malfunctioning engine. Once identied, leave bleed valve closed. NOTE With one bleed valve closed, open the wing isolation valve when wing anti-icing is re quired. IF SMOKE CONTINUES 4. Isolation Valve NORMAL 5. Air Conditioning Master Switch Operating Pack 6. Bleed Valves - OPEN

"%

NOTE Report the system status/conguration to the pilot.

3-20

TO 1C-141C-1 BLEED DUCT OVERHEAT CHECKLIST.

Following a bleed duct overheat, the bleed valves will either be both OPEN, or both CLOSED. If a bleed valve fails to close normally in item 4 or fails to open in item 7, the remaining bleed valve will be closed also. EXCEPTION: If unable to exit icing conditions and in the opinion of the pilot a greater emergency exists, the following procedure may be used to remove ice from the wing: Periodically cycle all wing anti-ice switches and the good bleed air valve shutoff switch on the affected side to ON and OPEN for 15 seconds.

PILOTS

FLIGHT

ENGINEER

SCANNER

1. Wing Scan - "AS RE- 1. Wing Scan - "AS RE- 1. Wing Scan - "AS RE Q U I R E D " ( P, C P, S ) Q U I R E D " ( P, C P, S ) Q U I R E D " ( P, C P, S ) The pilot will direct the scan- Continue with the checklist ner to visually check both while the wing scan is being wings for evidence of re or accomplished, structural damage. 2. System Shutoff Switch CLOSED NOTE -^ If evidence of re is discovered, discontinue this checklist and accomplish the Wing Fire checklist r^ starting with ight engineer's step 2. 2. Wing Anti-Ice Switches - 3. Wing Anti-Ice Switches "OFF" (P) "OFF" (P) 4. Bleed Valves - CLOSED Affected side only. If a bleed air valve remains open, reduce power and at tempt to close valve. If the valve does not close, shut down the engine if not need ed for ight. 5. Wing Isolation Valve NORMAL 6. Wing, Pylon, and Air Con ditioning Compartment Switch - RESET If bleed air is needed for air craft pressurization or wing anti-icing, the following steps can be used to regain the system. If bleed air is not needed, proceed to step 10.
CAUTIO
>%%M>W%*%****I

*****

If the overheat light luminates during any of the following items, return the system to the conguration in the preceding item.

TO 1 C-141 C-1 PILOTS FLIGHT ENGINEER 7. Bleed Valves - OPEN If one failed to close normally and the procedure was used in item 4, do not attempt to open it. Leave the remaining bleed valve closed. 8. System Shutoff Switch OPEN Wing Anti-Ice - "AS REQUIRED" (P) 9. Wing Anti-Ice - "AS REQUIRED" (P) If a bleed duct overheat re curs during activation of any wing anti-ice switch, position the affected switch off. Opera tion of the other wing anti-ice sections is permissible. 10. Air Conditioning Master Switch AS REQUIRED 11. Bleed Duct Overheat Check - "COMPLETED" (E) WING ANTI-ICE OVERHEAT.
If the wing anti-ice overheat light illuminates and wing anti-icing is necessary: 1. Appropriate Wing Anti-Ice Switch - "OFF" (P) Begin timing overheat duration. 2. Wing Scan - "AS REQUIRED" (P, S) The pilot will direct the scanner to visually check the affected wing for evidence of re or structural damage. Continue with the checklist while the scan is being accomplished. If evidence of re is discovered, discontinue this checklist and accomplish the Wing Fire checklist starting with ight engineer's step 2. If the overheat light extinguishes within 30 seconds: Periodically cycle affected wing anti-ice switch from OFF to ON for approximately 15 seconds to provide symmetrical de-icing. If the overheat light does not extinguish within 30 seconds: 3. Wing Anti-Ice Switches - "OFF* (P) 4. Wing Isolation Switch - NORMAL 5. Bleed Air Shutoff Switches (Affected Side) - CLOSED 6. Air Conditioning Master Switch - OPERATING SIDE During remainder of icing condition, periodically cycle all wing anti-ice switches and one bleed air shutoff switch on the affected side to ON and OPEN for 15 seconds.

SCANNER

3-22

TO 1 C-141 C-1 A

f*
ir^S

ELECTRICAL FIRE CHECKLIST. When an electrical re occurs, attempt to isolate the faulty circuit. If the faulty circuit cannot be quickly identied, i this checklist will be accomplished item by item until the faulty circuit has been isolated. Accomplish the portion A "When the re goes out" after the re stops. W The following units/equipment remain powered throughout this checklist: Main AC Distribution Center Generator Protection Panels Emer Gen Power & Test INSs on INS Battery Power All Voltage Regulators Top Half of Engineer's Elec Pan el (Freq and Volt Meters) MFSI WARNING I Following power changes, the INSs may fault, displays turn red, accompanied m by INS 1/2 - INOP annunciator lights. Normal operation may be restored by clearing f the INS Action/M a l f u n c t i o n Codes. A

j^^

PILOTS

NAVIGATOR

FLIGHT ENGINEER 1. OXYGEN MASK AND GOGGLES ON/100%

SCANNER/ f LOADMASTER A 1. OXYGEN MASK - W ON/100% A Don goggles/smoke f mask if required. The A scanner and loadmaster A will have their oxygen W mask connected to the *, aircraft oxygen system or A to a portable oxygen 1 bottle as the situation f dictates. A

1 . O X Y G E N M A S K 1 . OXYGEN MASK AND GOGGLES AND GOGGLES ON/100% ON/100% The pilot will direct all crewmembers to don oxygen/smoke masks/ goggles (as appropriate) and to select 100% ox ygen. As directed by the pilot, all crewmembers not engaged in control of the aircraft will proceed to ght the re. 2. CDS Cooling Fan Switch - "AS REQUIRED" (P. CP)

(F\

2. CDS Cooling Fan Switch - "AS REQUIRED" (P, CP)

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WARNING | If Smoke/fumes are entering the cockpit from the underdeck areas, place the CDS Cooling Fan Switch to OFF.

$*\

3-23

TO 1 C-141 C-1 PILOTS 3. INS and Battery Units - "CHECKED" (P, S) If the source of the electrical re is in the underdeck area, check MFCDU scratch Dad for INS ACTION CODES If present, check the associated INS STATUS page to detennine if an INU failure is indicated. NAVIGATOR FLIGHT ENGINEER 3. INS and Battery Units - "CHECKED" (P, S) If the source of the electrical re is in the underdeck area, the en gineer will direct the scanner to check the INS and INS battery units because they re main powered through out this checklist. 4. Crossfeeds CLOSED WARNING Removing electri cal power from the fuel boost pumps while the fuel crossfeed valves are in the crossfeed position will cause engine ameout as the fuel in the fuel manifold and crossfeed lines from the auxiliary and extended range tanks be come depleted. SCANNER/ LOADMASTER 2. INS and Battery Units - "CHECKED" (P, S) If the source of the elec trical re is in the under deck area, check the INS and INS battery unit for the source of the re/ smoke.

Troop Oxygen Reg ulators - AS RE QUIRED (S/LM) WARNING If re is being fed by oxygen from the troop system, consideration should be given to turning system off using manual shutoff valves un til re is sup pressed. Therapeutic Oxygen Manual Shutoff Valve - AS RE QUIRED (S/LM) Assist Passengers to Don Oxygen Masks (S/LM) NOTE Putting a wet towel or handkerchief over the nose and mouth, or over the oxygen mask when utilized, affords bet ter protection from smoke and fumes. Relocate the pas sengers as neces sary.

3-24

TO 1 C-141 C-1 PILOTS 4. VHF No. 1 Control Panel - "AS REQUIRED" (CP) 5. Inst Power Switch - "EMERGENCY" (P) 6. Emergency Pressurization Switches (Emergency DC Bus) - "EMERGENCY" (P) 7. Yaw Damper - "CHECKED" (P) WARNING If the yaw damper remains inopera tive, descend to a lateral stability Zone 1 altitude (gure 3-22). NOTE Verify that the annunciator bar above AP1 pushbutton is not ashing. If it is, reset AFCP1 by pressing and mo mentarily holding the AP1 pushbut ton. If the SFD annunciates YAW DAMP INOP. reset the yaw damper. 8. Attitude and Heading - "AHRS" (P, CP) 9. Attitude and Heading - "AHRS" (P. CP) FLIGHT ENGINEER 5. VHF No. 1 Control Panel - "AS REQUIRED" (CP) 6. Inst Power Switch - "EMERGENCY" (P) 7. Emergency Pressurization Switches (Emergency DC Bus) - "EMERGENCY" (P) 8. Yaw Damper - "CHECKED" (P)

WARNING

To prevent overload of the emergency generator, perform the following two steps.
i*M****%* ,

C A U T I O N : G ' >*******' If necessary for safety of ight, DU No. 4 and UHF No. 1 may be powered for ve minutes out of every 30 minutes. This may cause the emergency generator to operate above con tinuous rated capacity. 9. DU No. 4 CB (11C) - "OPEN" (P) NOTE If DU No. 2 is inoperative, DU No. 4 may remain powered. DU No. 2 CB may be opened in lieu of DU No. 4 CB. 10. UHF No. 1 - "OFP (CP) 11. UHF No. 1 - "OFF" (CP) 10. DU No. 4 CB (11C) - "OPEN" (P)

(P*

3-25

TO 1 C-141 C-1 PILOTS 11. Bus Disconnects - "OFP (P, E) The pilot will direct the engineer to turn OFF the rst three bus power disconnect switches. If the re continues, turn off the fourth disconnect switch. FLIGHT ENGINEER 12. Bus Disconnects - "OFP (P, E)

WARNING

All four bus power disconnect switches should not be turned OFF unless the pilot considers the re a greater hazard than the loss of electrical power. When the first three disconnect switches are OFF, ISOL AC and DC, ISOL Avionics AC and DC, and EMER AC and DC buses remain powered. AHRS heading information will be dis played after an 18-second delay. When all four disconnect switches are OFF, only the EMER AC and DC buses are powered. AHRS heading information is unavailable.

3-26

TO 1 C-141 C-1 PILOTS FLIGHT ENGINEER

f*

With the emergency buses powered, the equipment that is still powered includes: Operational Equipment with Emergency AC Emergency AC Bus and DC Buses AFCP No. 1 AERP AHRS Attitude #2 Exc - RSP 1 & 2 EXC (26V) AHRS (attitude only) AHRS CADC No. 1 AFCP No. 1 CDS Fan Control AFCP No. 2 CDS Fan No. 1 DPU No. 1 DAMU No. 1 DPU No. 2 DPU No. 1 RSP No. 1 DU No. 2 RSP No. 2 DU No. 4 (unless circuit breaker is open) AHRS Prime Power CADC No. 1 Emergency Power Control CDS Fan No. 1 Interphone (P, E only) MFSI Pitot Static Heater Head Pilot Instrument Flood PLT Pitot Static Head Pilot Pitot Heat 26V AC Emerg Inst Trans Pressurization CADC Airspeed Group No. 1 Exc Yaw Damper, via AP1 CADC Alt Group No. 1 Exc Pitch Rate Adapter Exc AFCP No. 1 With the Isolated Buses Powered as well as the Emergency AC and DC Buses Emergency DC Bus UHF No. 1 AERP Cargo Compartment AERP FLT STA VHF Comm No. 1 AFCP No. 1 VOR No. 1 Cargo Compartment Warning Horn CDS Fan Control DAMU No. 1 DPU No. 1/CBC DU No. 2 DU No. 4 Emer Press Switch LH & RH Emergency Power Control FCP/MSP No. 1 HF No. 1 ACS HF No. 2 ACS IJB No. 1/AHRS Control Interphone System Isolated Bus OFF Warning LH and RH Air Pressure Regulator Valves LH System Temp and Press Ind MFSI SYS Pitot EPR & Angle of Attack De-Ice Pilot's Instrument Flood Lights Rt Primary Heat Exchanger Temp Indicator Rudder Servo No. 1 13. Bus Disconnects - "NORMAL" (P, E)

Change 1 3-27

TO 1 C-141 C-1

PILOTS NOTE

FLIGHT ENGINEER

If the re stops after any bus disconnect is turned off, attempt to isolate the faulty component. If the component cannot be identied and electrical power is needed on the other buses, all circuit breakers on the faulty buses may be opened, power restored, and circuit breakers closed one at a time until the faulty component is identied. If the electrical re persists: After turning off all four bus disconnect switches, the source of the re is probably on the emergency AC or DC buses. Continue Flight Engineers' column checklist items 13 through 41. 12. Bus Disconnects "NORMAL" (P, E) 13. Bus Disconnects - "NORMAL" (P, E)
&AA/V\AAAAAA/>AA0

I CAUTION ] Bus power disconnects will be returned to normal from right to left. 14. Emergency Pressurization Switches NORMAL" (P) 15. Inst Power Switch - "OFF" (P) 16. Attitude and Heading "INS 2" (P, CP)

13. Emergency Pressurization Switches "NORMAL" (P) 14. Inst Power Switch - "OFF" (P) 15. Attitude and Heading - "INS 2" (P, CP) WARNING Following power changes, the INSs may fault, displays turn red, accompanied by INS 1/2 INOP annunciator lights. Normal operation may be restored by clearing the INS Ac tion/Malfunction codes. NOTE FD 2 and AP 2 should be operational at this time. Set copilot's PFD as desired by the aircraft commander. 16. Pilot's DU No. 1 - "SET" (P) Pilot's DAMU Display Control menu: a. Select - OUTBOARD b. Select - PFD

17. Pilot's DU No. 1 - "SET" (P)

3-28

T01C-141C-1 PILOTS raw Damper - "CHECKED" (P) WARNING If the yaw damper remains inopera tive, descend to a lateral stability Zone 1 altitude. (See gure 3-22.) NOTE Verify that the annunciator bar above AP1 pushbutton is not ashing. If it is, reset AFCP1 by pressing and mo mentarily holding the AP1 pushbut ton. <e SFD annunciates YAW DAMP INOP, reset yaw damper. Pilot/Engineer Interphone Sources "SWITCHED" (P, E) t will switch to the jump seat cord. CDS Fan No. 2 CB (P.E) "AS REQUIRED" 19. Pilot/Engineer Interphone Sources "SWITCHED" (P, E) Engineer will switch to navigator's cord. 20. CDS Fan No. 2 CB (13C) - "AS REQUIRED" (P, E) FLIGHT ENGINEER 18. Yaw Damper - "CHECKED" (P)

^V

WARNING If smoke/fumes are entering the cockpit from the underdeck areas, OPEN the CDS Fan No. 2 CB. Emer AC Bus Power Feeder CBs - "OPEN" (R E) Emer DC Bus Power Feeder CB - "OPEN" (P. E) 21. Emer AC Bus Power Feeder CBs (13R, 14R, 15R) - "OPEN" (P, E) 22. Emer DC Bus Power Feeder CB (30L) "OPEN" (P, E) Review units/equipment that remain powered throughout the checklist if the re has not gone out at this point. Depressurization - "AS REQUIRED" (P, E) 23. Depressurization - "AS REQUIRED" (P, E) If depressurization is required, the pilot and engi neer will coordinate as to the method to be used. Use Auto or Manual Controller as the situ ation dictates. WARNING Do not turn off conditioned air as this will cause the ight station to rapidly ll with smoke.

3-29

TO 1C-141C-1 PILOTS When the re goes out: After the faulty component or bus has been identied, restore electrical power to the operational buses as follows: 24. Cabin Limit Override AS REQUIRED 23. Cabin Pressure Controller (P. E) "AS REQUIRED" 25. Cabin Pressure Controller - "AS REQUIRED" (P. E) FLIGHT ENGINEER

Pilot will state pressurization requirements. 26. Emer AC Bus Power Feeder CBs "CLOSED" (E) 27. Emer DC Bus Power Feeder CB - "CLOSED" (E) 28. Bus Disconnects - "NORMAL" (E) 24. Inst Power Switch - "NORMAL" (P) 25. Emergency Pressurization Switches "NORMAL" (P) 26. CDS Fan No. 2 CB - "AS REQUIRED" (P. E) 27. CDS Cooling Fan Switch - "AS REQUIRED" (CP) 28. DU No. 4 CB (11C) - "CLOSED" (P) 29. Attitude and Heading - "AS REQUIRED" (P. CP) 30. UHF No. 1 - "ON" (CP) 31. AFCS/Yaw Damper - "CHECKED" (P) WARNING If the yaw damper remains inoperative, descend to a lateral stability Zone 1 alti tude (gure 3-22). NOTE Verify that the annunciator bar above AP1 pushbutton is not ashing. If it is, reset AFCP1 by pressing and momentari ly holding the AP1 pushbutton. If the SFD annunciates YAW DAMP INOP, reset the yaw damper. > ~ \ 29. Inst Power Switch - "NORMAL" (P) 30. Emergency Pressurization Switches "NORMAL" (P) 31. CDS Fan No. 2 CB (13C) - "AS REQUIRED" (P, E) 32. CDS Cooling Fan Switch - "AS REQUIRED" (CP) 33. DU No. 4 CB (11C) - "CLOSED" (P) - > 34. Attitude and Heading - "AS REQUIRED" (P, CP) 35. UHF No. 1 - "ON" (CP) 36. AFCS/Yaw Damper - "CHECKED" (P)

3-30

TO 1 C-141 C-1 A

r r^.
V

PILOTS

FLIGHT

ENGINEER

32. Pilot/Engineer Interphone Sources - "AS 37. Pilot/Engineer Interphone Sources - "AS 1 REQUIRED" ( P, E) REQUIRED" ( P, E) '

33. VHF No. 1 Control Panel - "AS REQUIRED" 38. VHF No. 1 Control Panel - "AS REQUIRED" (CP) (CP) f 3 4 . F l i g h t D i s p l a y s - " S E T " ( C P, P ) 3 9 . F l i g h t D i s p l a y s - " S E T " ( C P, P ) a. DPUs Bearing Flight BDHIs Pointers Director a 1 a

0^

b. c. d.

35. FMS - "CHECKED/REPROGRAMMING" 40. FMS - "CHECKED/REPROGRAMMING" A ( C P. P, N) ( C P, P, N) NOTE The as 0>S Navigator POWER ROUTE PERF C O M M / N AV UP INIT Radios may perform directed. Page Page these steps A

W ". A 1 A

a. b. c. d.

CHECKED/SET SET

C H E C K E D / R E A C T I VAT E D CHECKED/ON

4 ! ^

PILOTS
^

FLIGHT

ENGINEER

SCANNER/LOADMASTER

41. Fuel Management - AS 6. Troop Oxygen Regulators - A REQUIRED AS REQUIRED (S/LM) i

42. Electrical Fire Check - "COM- 7. Therapeutic Oxygen Manual a PLETED" (E) Shutoff Va l v e AS A REQUIRED (S/LM) J DOOR
1.

OPEN
Masks -

WARNING
AS

LIGHT
5. Ta k e

I L L U M I N AT I O N .
Appropriate Action

Oxygen

REQUIRED

r
1
^

Ensure troops are seated and on oxygen if necessary. If the door open light extinguishes during depressurization and it cannot be determined what caused the light to illumi2. Therapeutic Oxygen Manual Shuioff Valve - AS natc. the ight may be continued at the discretion of the REQUIRED pilot with the aircraft pressurized below the point where ^ , D e s c e nnd- ^ . . . - . - . 'he AS light i l Il R m Dn a t e s . uE i * 3. REQU b

f a A W a A

4. Malfunctioning Door - IDENTIFIED If all doors are secured and it can be positively determined W WARNING 1 me a'rcra^t mav De fu"y pressurized. A

A parachule be worn v/ h e n ramp.

or

personnel inspecting

the

restraining pressure

harness door

will or

A W

3-31

TO 1 C-141 C-1

DOOR Stab Access Troop, Crew Entrance Petal

ACTION Do not exceed 280 KCAS; M = 0.75. Complete mission. Place door warning control switch to BY PASS. Verify closed and locked. Place appropriate door warning control switch BY PASS. Do not attempt to unlock door. 1. Do not exceed 200 KCAS/0.48 Mach. 2. No. 3 Hydraulic System - ON 3. Door Arming Switch - OFF 4. Depress and hold the UNLOCKED side of petal door lock selector valve. 5. Depress and hold the CLOSED side of petal door selector valve. 6. Release the UNLOCKED side of petal door lock selector valve and depress the LOCKED side of petal door lock selector valve. If petal doors lock, continue mission. If petal doors do not lock, observe petal door limiting speeds and land as soon as practical.

/ ^ %

Ramp (Pressurization Holding)

1. Inspect Ramp Safety Pins If OK: 2. Door Warning Control Switch - BY PASS If Abnormal: 3. Proceed with Pressurization Being Lost procedure.

Pressure (Pressurization Holding)

1. Inspect Aux Latches If Loose: 2. Door Warning Control Switch - BY PASS If Tight: 3. Proceed with Pressurization Being Lost procedure.

'*"%

Ramp, Pressure (Pressurization Being Lost)

1. Depressurize 2. Air Conditioning Master Switch - OFF 3. Floor Heat - OFF 4. Cam Jacks - REMOVED 5. No. 3 Hydraulic System - ON 6. Door Arming Switch - ARMED 7. All Doors Switch - CLOSED If door will not close from the ADS panel, continue this procedure. 8. Door Arming Switch - OFF 9. Ramp/Pressure Door Selector Valve(s) - AS REQUIRED ^

FUSELAGE CRACKS.
If unexplained loud noises/bangs arc heard by any crewmember, skin, window frame, or fuselage failure should be suspected. The aircraft should immediately be depressurized to 4.0 PSID maximum for the remainder of ight.

3-32

TO 1 C-141 C-1

EMERGENCY DESCENT

& ?
THE CAUSE OF EMERGENCY MUST BE CONSIDERED BEFORE ATTEMPTING A HIGH-RATE DESCENT. FOR INSTANCE. IF A CABIN PRESSURE LOSS IS DUE TO STRUCTURAL FAILURE. A MAXIMUM-RATE DESCENT MAY BE MORE SERIOUS THAN OPERATING UNPRESSURIZED AT ALTITUDE. THE PILOT MUST CONSIDER THE EMERGENCY AND MODIFYTHE DESCENT ACCORDINGLY. EXTEND SPOILERS INITIATE TURN (IF REQUIRED); AT HIGH ALTITUDE AND HIGH GROSS WEIGHTS. LIMIT BANK T015 DEGREES LOWER NOSE (NO NEGATIVE G) TARGET SPEED 220 KCAS

ANNOUNCE EMERGENCY DESCENT

THROTTLES IDLE START CONTINUOUS IGNITION ON /

IFF MODE 3 QF REQUIRED). CODE 7700

NOTIFY ATC. REQUEST QNH, CHECK TERRAIN

C
IF STRUCTURAL DAMAGE IS NOT SUSPECTED, THE PILOT MAY MAINTAIN 0.7S MACH TO 350 KCAS. AND 350 KCAS TO SEA LEVEL, UNLESS RESTRICTED BY SECTION V. PARTS MA. Ilia IIIC. OR IV. TO REDUCE POSITIVE "G" LOADINGS ON THE EMPEN NAGE. SPOILERS SHOULD BE RETRACTED SLOWLY, WITH POSSIBLE ADDITION OF ENGINE POWER RAPID SPOIL ER RETRACTION DURING RECOVERY FROM A TRIMMED HIGH SPEED DESCENT WILL CONSIDERABLY INCREASE THE *G- LOADINGS ON THE EMPENNAGE.

%J?

Figure 3-1. Emergency Descent

3-33

TO 1 C-141 C-1

RAPID DECOMPRESSION. 1. Oxygen Mask - ON/100% (ALL) Loadmaster will assist passengers in donning oxygen masks. 2. Crew and Troops-NOTIFIED 3. Emergency Warning Horn - OFF 4. Therapeutic Oxygen Manual Shutoff Valve - OPENED 5. Seat Belts - FASTENED (ALL) Loadmaster will ensure all passengers are seated with seat belts fastened. 6. Emergency Descent - AS REQUIRED. If passen gers/patients are aboard, a maximum rate of descent should be initiated immediately, structural integrity permitting. Flight rules governing cargo-passenger aircraft require im mediate descent to 25,000 feet altitude or below upon complete loss of cabin pressure. FUEL JETTISON CHECKLIST. The pilot will advise the engineer when to jettison and how much fuel to retain. The engineer will acknowledge and proceed with the fuel jettison checklist. The engineer will advise the pilot when jettison is complete. WARNING When the possibility of damaged or ruptured Fuel Dump valves or lines exists, the effect of jetti soning fuel from any tank must be carefully evalu ated. If a re exists, suspend fuel jettison opera tions by closing all dump valves and turning OFF all applicable boost pumps, The scanner will verify and advise: 1. Both sides are jettisoning 2. Termination of jettisoning on both sides 3. No fuel fumes in cargo compartment The following precautions should be observed: Do not jettison close to the ground. Do not jettison in a circular, descending pattern. Do not smoke during jettison. WARNING On aircraft equipped with defensive systems, ensure the CCU Jettison Arming switch is in the "SAFE"* position and EMI Safety Pins are installed. 7. Radar-AS REQUIRED
OAAAAAAAAAAAAAO

i CAUTION 1
JVUVUUUMAAAMU*

Set radar to STANDBY if cabin altitude exceeds 20,000 feet, and on aircraft modied by TCTO 520, (SKE equipped aircraft), turn NAV MFD OFF. 8. Scanner's/Loadmaster' s Report - AS REQUIRED 9. Air Trafc Control - NOTIFIED NOTE Hydraulic System No. 1 suction boost pump PRESS. LOW light may illuminate due to the rapid change in differential pressure. If the indication is not accompanied by the engine system PRESS. LOW lights, the system should be left on. FLIGHT ENGINEER 1. Boost Pumps - ON 2. Crossfeeds - CLOSED 3. Left Separation Valve - OPEN 4. Center Separation Valve - CLOSED 5. Right Separation Valve - OPEN 6. Jettison Switches - JETTISON
tlWWVWIMMM

I CAUTION I
While jettisoning fuel, maintain an amount of fuel in the outboard main tank and outboard auxiliary tank equal to fuel in the inboard main tank. When desired amount of fuel has been jettisoned. 7. Applicable Boost Pumps - OFF 8. Jettison Switches - NORMAL 9. Left Separation Valve - CLOSED 10. Right Separation Valve - CLOSED 11. Fuel Management - AS REQUIRED 12. Report - "FUEL JETTISON COMPLETED" (E) ~ )

3-34

Change2

TO 1 C-141 C-1

CARGO JETTISON.

4. Parachute/Restraint Harness - OBTAINED 5. Personal Oxygen Mask - AS REQUIRED WARNING Periodically check/rell oxygen bottle. 6. Therapeutic Oxygen Valve - AS REQUIRED 7. Right Rail Locks - ENGAGED/LOCKED

(fP^
Cargo should be jettisoned if altitude cannot be maintained and/or fuel requirements dictate. Flight Deck Procedure: WARNING Return aircraft to a zcro-dcgrcc deck angle prior to repositioning palletized cargo or airdrop plat forms. Attempting to reposition pallets/platforms with the aircraft in a nose up/down deck angle may result in loss of conlrol of the pallets/plat forms. NOTE When cargo jettison is required under con trolled conditions (i.e., gear separation, etc.), the ap setting and airspeed restrictions will be attained from TO 1C-141B-1-I. Compute the ap setting for approximately 2 degrees nose up deck angle, or 5 degrees nose up deck angle if required. Altitude - 20,000 FEET MAXIMUM Oxygen - AS REQUIRED Pressurization - DEPRESSURIZE No. 3 Hydraulic System - ON Flaps - SET 6. Airspeed - 160 KCAS (Recommended) 7. Rudder Hi Press Override Switch - OVERRIDE (if two engines out on one side) Loadmaster/Scanner Procedures: Review restrictions at end of this section prior to jettisoning. 1. Aircraft Flight Limits - CALCULATED WARNING Palletized cargo/airdrop platforms may be reposi tioned in-ight in cases of extreme emergencies. Calculations will be made to ensure that aircraft CG limits are not exceeded during and after cargo jettison. NOTE For rigged ADS platforms, use normal airdrop procedures. 2. Passengers - BRIEFED/SECURED 3. Passenger Oxygen Masks - AS REQUIRED

Retract and secure left rail retractable lips in pallet position No. 12. 8. Ramp Pallet - PREPARE TO JETTISON Ensure right rail locks arc engaged. Retract and secure all retractable lips. Retract aft lock, left side. 9. Pressure Door Cam Jacks and Aux Latches - RE MOVED AND STOWED I caution I;

Will not be accomplished until aircraft is deprcssurized. 10. Ramp Manual Safety Pins - REMOVED AND STO WED II. Lcn Rail Locks - RETRACTED Retract and secure left rail retractable lips in pallet position No. 12. Retract all left rail locks on the main cargo oor. 12. Parachute/Restraint Harness - DONNED/CON NECTED WARNING When aft of FS 1313, the restraint harness will be connected al or forward of FS 1313. Connect restraint harness to scat belt attachment ring se cured with nut and bolt or to a restraint rail ring. 13. Doors and Ramp - CLEAR Clear pilot to open doors. 14. Door Arming Switch - ARMED (P) 15. All Doors Switch - OPEN (P)

Airspeed less than 200 KCAS. 16. Doors and Ramp - OPEN Notify pilot when fully opened to the airdrop position and ready to jettison. 17. Clear to Jettison - ACKNOWLEDGED 18. Ramp Pallet - JETTISONED Retract forward left lock.

3-35

TO 1 C-141 C-1
19. Remaining Pallets - JETTISONED Release right rail lock tabs for pallet to be jettisoned.

Restrictions:
I. Refer lo gure 3-5 to determine maximum height. 2. Spanning loads:

WARNING
Fast sequential or salvo type of jettisoning is not recommended because loads may jam in the side rails or against each other. 20. Jettison - COMPLETED 21. Cargo Doors and Ramp - CLEAR (LM), AS RE QUIRED (P) Type of emergency will dictate door conguration. 22. Pressure Door - AS REQUIRED 23. Pressurization - AS REQUIRED 24. Nonjettisonable Cargo - SECURED

a. Max weight 2 pallets - 20,000 lbs. b. Max weight 3 pallets - 30,000 lbs. c. The CG of the unit should be forward of the middle and not over the break between the pallets. 3. Wheeled vehicles, nonpalletized, should not be jetti soned. To do so may cause structural damage. 4. Do not jettison pallets weighing less than 2,500 lbs. Lash a lightweight pallet to one that weighs 2,500 lbs or more and jettison as a combined load. 5. Small articles may be jettisoned from troop doors or over ramp. 6. If an explosive device cannot be jettisoned, damage will be kept to a minimum if it is placed on the oor next to the right troop door.

' " " ^

REPOSITIONING OF PALLETIZED CARGO/AIR DROP PLATFORMS:

I. Aircraft Flight Limits - CALCULATED

Repositioning of Cargo Aft (Steps 6 through 9): WARNING

Do not reposition aft of FS 1351 (locks 26 left and right). 6. Left and Right Rail Locks - EXTENDED Extend and lock one set of locks at the desired location. 7. Pallet/Platform - REPOSITIONED Reposition pallet/platform against the extended locks and secure. 8. Remaining Pallet/Platform - SECURED Secure each remaining pallet/platform in position as required. 9. Cargo Jettison Checklist - AS REQUIRED Reaccomplish appropriate items of Cargo Jettison checklist as required.

WARNING
Palletized cargo/airdrop platforms may be reposi tioned in-llighl in cases of extreme emergencies. Calculations will be made to ensure that aircraft CG limits are not exceeded. 2. Cargo Doors and Ramp - CLOSED

Repositioning of Cargo Forward (Steps 3,4,5, and 9):

3. Left and Right Rail Locks - EXTENDED Extend all left and right locks forward ofthe desired position. 4. Pallet/Platform - REPOSITIONED Reposition pal let/plat form against rst set of extended locks and secure. 5. Remaining Pallel(s)/Platform(s) - SECURED Secure each remaining pallet/platform in position as required.

IN-FLIGHT EMERGENCY FLARE JETTISON.

During a planned crash landing, landing with a main or nose gear retracted, a wheels up landing or ditching, the possibility exists lhat loaded ares may be ignited from impact shock and friction. For this reason, it is recommended lhat ares be jettisoned if conditions permit. Time available, aircraft performance, fuel remaining, etc., are all considerations in the decision to jettison ares. Flares should be jettisoned over open water or isolated land areas; preferably at an altitude above the terrain that can give a reasonable expectation that the ares should burn out and cool to the point that they will produce no collateral re damage. The minimum recommended altitude for jettisoning ares over land is 2,000 feet AGL. When the decision to jettison ares is made, follow the In-Flight Emergency Flare Jettison checklist below. 3-36

TO 1 C-141 C-1 WARNING Do not attempt to jettison flares while the aircraft is on the ground. Do not jettison flares and fuel simultaneously. The effect of jettisoning ares must be carefully evaluated when the possibility of damaged or ruptured fuel tanks/lines exists. The squib power relays are powered through the touchdown relays. When experiencing touchdown relay malfunctions, it may be neces sary to place the GROUND SAFETY BYPASS switch to 'TEST* in order lo bypass the touch down relays. NOTE During are jettison, as each are leaves the aircraft, crewmembers can expect a bright ash that is visible within the crew compartments. These ashes will be most noticeable at night or during IFR conditions. However, the ashes are discernible even during day VFR conditions. Jettison capability is inoperative with an actual loss of Main DC power. A full package of ares should jettison within four to six seconds. NOTE The are counter should indicate "LO 0". If the counter indicates that ares are still installed, make one additional attempt to jetti son them. Re-accomplish the checklist starting with step 5 above. If jettison is successful, or the additional attempt to jettison the remain ing ares is unsuccessful, proceed with the next step. 9. CMDS Mode Select Switch - "OFF" (N/S) 10. Indicator Arm Control Panel ARM/SAFE Switch "SAFE" (N/S) 11. EMI Safety Pins (5) - "INSTALLED" (LM/S) 12. AN/AAR-47 and ALE-47 CMDS Circuit Breakers (24/25R) - OPEN (E) 13. Emergency Flare Jettison Checklist - "COMPLETED" (E) Report status of jettisoning to pilot. It is possible to open the troop doors at airspeeds above the placarded airspeeds if required. 6. Give the abandon aircraft signal over the public ad dress system and sound one long blast on the warning horn. 7. Evacuate the aircraft. WARNING Bailout should not be attempted from the crew entrance door at airspeeds above 200 KCAS be cause of the possibility of striking the main land ing gear pod.

EMERGENCY FLARE JETTISON CHECKUST. 1. AN/AAR-47 and ALE-47 CMDS Circuit Breakers (24/25R) - CLOSED (E) 2. EMI Safety Pins (5) - "REMOVED" (LM/S) 3. Indicator Arm Control Panel ARM/SAFE Switch "ARM" (N/S) 4. CMDS Mode Select Switch - "MANUAL" (N/S) 5. CDU JETT Switch - "JETT1 (N/S) Once jettisoning is activated, it cannot be stopped. The are counter should decrease to "LO 0". 6. CDU JETT Switch - "OFF' (N/S) 7. CMDS Mode Selector Switch - "OFF/MANUAL" (N/S) The CMDS CDU mode selector knob must be turned "OFF' and then to any mode to get the counter to reset to the actual number of ares that remain in the dispensers. 8. Inventory Status Indicator - "CHECKED" (N/S) BAILOUT. 1. Give the bailout warning over the public address sys tem and sound three short blasts on the warning horn. 2. Reduce airspeed to a minimum consistent with the conditions causing the emergency. If possible, descend to an altitude where supplemental oxygen is not required. 3. Depressurize the aircraft. 4. Head the aircraft toward an isolated area and engage the autopilot. 5. Open the troop doors. Extend the air deectors, if installed.

jjP**,

f^

3-37

TO 1 C-141 C-1

LANDING GEAR EMERGENCIES. The gear may be recycled lo gel an UP indication if the crew determines it is safe to do so. WARNING For any gear malfunction, visually inspect nose and main gear units because the indicators may not be connected properly. If any damage is observed, do nol recycle the gear to obtain an UP indication. | If a malfunction is encountered while lowering the gear, do nol recycle the gear. For any gear malfunction, check the Landing Gear Control circuit breaker (30R). If open, attempt to reset. If it will not reset, or the problem appears to be an electrical malfunction, proceed with the Landing Gear Electrical Malfunction checklist. All other gear malfunctions will be handled by the Landing Gear Emergency Extension checklist. Uncommanded cycling/movement may be a complete cycle of the affected gear, or may be rapid (or periodic) movement of the gear between an in-transit and an "UP" or "DOWN" position. If uncommanded cycling/move ment of the landing gear is encountered, open the Landing Gear Control CB (30R). If cycling stopped, proceed with the Landing Gear Electrical Malfunction checklist. If cycling continues, deprcssurize hydraulic system ^^ No. 2, proceed with the Landing Gear Emergency Extension checklist. *^^

LANDING GEAR ELECTRICAL MALFUNCTION CHECKLIST. 1. Airspeed - "WITHIN LIMITS" (P) 2. Landing Gear Lever - "DOWN" (P, CP) 3. Landing Gear Control Circuit Breaker (30R) - "OPEN" (E) 4. Aircraft Pressurization - "AS REQUIRED" (P, E) NOTE II at low altitude with low luel quantity, consider depressurizing the aircraft electrically to expedite removal of the NLG safety pin access window. 5. Pilot's Interphone - "SET" (P, CP) NOTE To avoid distractions, the pilots may select Hot Mic Talk and Listen, push in the interphone monitor button, and place the Transmission Selector Switch in other than interphone. If malfunction is main gear only, proceed to item 7. 6. NLG Selector Valve - "DEPRESSED" (S) NOTE Momentarily depress the extend button. Do not hold the button in. If the NLG does not extend, terminate this checklist and proceed with the Landing Gear Emergency Extension Checklist. 7. NLG Indicator - "DOWN AND LOCKED" (E) 8. NLG Safety Pin - "INSTALLED" (S) NOTE If malfunction is nose gear only, proceed to item 12. 9. MLG Door Lock Selector Valve - "DEPRESSED" (S) 3-38

TO 1 C-141 C-1 10. MLG Selector Valve - "DEPRESSED" (S) NOTE Momentarily depress the extend side of the valve. Do not hold the button in. If the MLG does not extend, terminate this checklist and proceed with the Landing Gear Emergency Extension Check list. 11. MLG Down Lock Selector Valve - "DEPRESSED" (S) 12. MLG Down Lock Pawls - "CHECKED" (S) 13. MLG Indicators - "DOWN AND LOCKED" (E) 14. MLG Safety Pins - "INSTALLED" (S) ^ 15. Landing Gear Electrical Malfunction Checklist - "COMPLETED" (E) LANDING GEAR EMERGENCY EXTENSION CHECKLIST. 1. Airspeed - "WITHIN LIMITS" (P) 2. Landing Gear Lever - "DOWN" (P, CP) 3. Landing Gear Control Circuit Breaker (30R) - "OPEN" (E) 4. Aircraft Pressurization - "AS REQUIRED" (P, E) NOTE If at low altitude with low fuel quantity, consider depressurizing the aircraft electrically to expedite removal of the NLG safety pin access window. 5. No. 2 Hydraulic System - "OFF" (P, E) 6. Flight Control Switches - "SET" (P, CP) 7. Pilot's Interphone - "SET" (P, CP) NOTE To avoid distractions, the pilots may select Hot Mic Talk and Listen, push in the interphone monitor button, and place the Transmission Selector Switch in other than interphone. If malfunction is main gear only, proceed to item 8.c. Nose Gear Emergency Extension a. Emergency NLG Selector Valve - "EMERGENCY" (S)
! CAUTION i;

Do not reposition the valve to normal unless directed to in item 8.b.(1). b. NLG Emergency Hand Pump - "EXTEND NOSE GEAR" (S) NOTE The hand pump may have to be operated for a three to live minute period before the nose gear indicates Down and Locked. If the NLG indicates Down and Locked, proceed to item c. If there is no result, proceed with items (1) through (5). (1) Emergency NLG Selector Valve - "NORMAL" (S) (2) NLG Access Panel - "REMOVED" (S) (3) NLG Uplock Emergency Release Handle - "PULLED" (S) 3-39

TO 1 C-141 C-1 WARNING When manually extending the nose gear with a tiedown strap, do not secure the strap to the body or the aircraft structure. (4) NLG Emergency Selector WARNING Do not reposition the valve to normal. '"^ Va l v e "EMERGENCY" (S) "^\

(5) NLG Emergency Hand Pump - "EXTEND NOSE GEAR" (S) c. Nose Gear Indicator - "DOWN AND LOCKED" (E) d. NLG Safety Pin - "INSTALLED" (S) NOTE If malfunction is nose gear only, proceed to item 9.d. Main Gear Emergency Extension. a. MLG Step One
I

Handles
CAUTION |

"PULLED"

(S)

A six-inch pull is all that is required. Do not use excessive force when pulling these handles. b. MLG Step Two Handles - "PULLED" (S) NOTE If a failure of the MLG step two handle is experienced at this point, and all other attempts to lower the gear have failed, see MLG Step 2 Handle Failure procedure. c. MLG Step Three Handles - "AS REQUIRED" (S) d. MLG Downlock Pawls - "CHECKED" (S) WARNING It is possible to insert the MLG safety pin with the downlock pawls retracted. If the pawls are not in the fully extended position, the gear is not locked. The MLG pry bar may be used to assist the spring action to extend the pawl. e. MLG Indicators - "DOWN AND LOCKED" (E) f. MLG Safety Pins - "INSTALLED" (S) NOTE

s * \

With the loss of No. 2 hydraulic system or if MLG fuse failure is indicated, proceed to item / 14. 10. Scanner In Position - "POSITIONED" (S) 11 . No. 2 Hydraulic System "ON" (E) ^ 12. Check For NLG/MLG Movement - "CHECKED" (S)

3-40

TO 1 C-141 C-1

WARNING The scanner will immediately notify the engineer if the gear moves and holds in the retract position. If the gear stays in the retract position, immediately depressurize No. 2 system. 13. Flight Control Switches - "SET" (P, CP) 14. Brake Selector Switch - "EMERGENCY" (P, CP) WARNING Normal brakes are inoperative. Nose wheel steering may be inoperative.
I CAUTION |

After landing, if emergency brakes are selected and the spoilers do not deploy, make only one additional attempt to deploy them. Continued attempts to deploy the spoilers may place an excessive demand on the No. 3 Hydraulic System to the point where emergency brakes are ineffective. 15. Review Loss of No. 2 Hydraulic System - "AS REQUIRED" (P, E) 16. Review Performance Data - "AS REQUIRED" (E, S) 17. Landing Gear Emergency Extension Checklist - "COMPLETED" (E) MLG STEP 2 HANDLE FAILURE. NOTE MAJCOM approval should be obtained, if time permits, prior to accomplishing this procedure. If a failure of the MLG Step 2 Handle is experienced during the Landing Gear Emergency Extension checklist, and all other attempts to lower the gear have failed, the gear in question may be unlocked from the UP position by chopping a hole in the aircraft fuselage (see gure 3-17). The MLG trunnion cap is located under the catwalk on the 998 main frame and is a good reference point to the fuselage panel that will be chopped out. This approxi mately 14-inch long and 4-inch high hole will be located forward of FS 998, below the catwalk, by knocking out the fuselage panel closest to the oor. Access can then be gained to the MLG Uplock assembly through the hole (see gure 3-17). WARNING Be careful of jagged metal around the cutout and of the swing of the Uplock Bellcrank when it is released from the Uplock Hook.

FAILURE OF NOSE LANDING GEAR WHEELS TO CENTER UPON EXTENSION.

If the nose landing gear wheels fail to center upon nose gear extension, failure of the centering or steering mechanism is indicated. 1. Visually conrm, by using the NLG inspection win dow, that nose gear wheels are in fact turned. 2. If nose gear wheels are conrmed to be other than centered but NLG is down and locked, insert nose gear safety pin.

3-41

TO 1 C-141 C-1
3. Disconnect the electrical cannon plug from the nose gear selector valve, located in left underdeck equipment compartment area. 4. Momentarily depress the UP side of the nose gear selector valve. This will isolate nose wheel steering and ab normal brakes from No. 2 hydraulic system. Nose gear wheels should now center due to centering cam action and slipstream.
CAUTI O | CAUTION ::

After landing, if emergency brakes arc selected and the spoilers do not deploy, make only one additional attempt lo deploy them. Continued at tempts to deploy the spoilers may place an exces sive demand on ihe No. 3 Hydraulic System to the point where emergency brakes are ineffective. 6. If the nose gear is not centered after step 4, deprcssurizc No. 2 hydraulic system. Nose gear wheels should now center due lo centering cam action and slipstream. Accom plish procedures for loss of No. 2 hydraulic system.

Nose wheel steering and normal brakes are inop erative. Do not taxi in any congested area. 5. Select emergency brakes for landing.

LANDING GEAR WARNING LIGHT ILLUMINATED.

If the landing gear warning light remains illuminated after the landing gear is retracted, all throttles are forward of the 49.9 degree position, and all landing gear indicate UP, one of the following conditions exists: 1. One or more of the main landing gear doors are not fully closed. 2. One or more of the main landing gear door uplocks are not engaged. 3. One or more of the main landing gear door uplock microswitches have malfunctioned. 4. Throllle microswitch has malfunctioned in the closed position. Position the A/R MASTER switch to ON. If the light goes out, a throttle microswitch is the cause of the malfunction. The A/R MASTER switch may then remain in the ON posi tion to keep the light extinguished with the following effect on aircraft systems: The light will again illuminate if any malfunctions occur in the previously mentioned items I. 2 or 3. The autothrottle disconnect switches arc deactivated. The engineer controls the leading edge lights. The landing gear warning light will function normally when the gear lever is placed down. The following conditions apply if the A/R MASTER switch is turned OFF: * The landing gear warning light will remain on. The crew will be unaware if any of the previously men tioned malfunctions in items I. 2 or 3 should occur. If the light remains illuminated, accomplish (he following: I. Decrease airspeed below 200 KCAS or 0.48 Mach.

2. Scan the main landing gear doors. If they arc not fully closed, or if the position of the doors cannot he dclcrmincd, proceed lo a suitable recovery aireld al 200 KCAS or less. If a higher airspeed is necessary due lo high gross weight, turbulence, etc., the gear may be extended and the airspeed increased to 235 KCAS or Mach 0.55, whichever is lower. 3. If it can be determined lhat (he doors arc closed, open the Landing Gear Control circuit breaker (30R). a. If all landing gear remain retracted, the main land ing gear door uplock or associated microswitch has malfunc tioned. Close the Landing Gear Conlrol circuit breaker (30R) and continue to destination at normal cruise airspeed. The malfunction must be repaired prior lo the next ight. b. If any landing gear extends when the circuit break er is opened, a malfunction in the gear uplock system is indicated. Place the gear lever down and close the Landing Gear Conlrol circuit breaker (30R).

MAIN LANDING GEAR BOGIE MALFUNCTIONS.

If a MLG bogie indicates a malfunction, scan the gear for possible broken or damaged components. If damage is evi dent, do not retract the gear. If no damage is evident, the gear may be retracted and the ight continued, Normal landing procedures apply.

3-42

TO 1 C-141 C-1

BRAKE SYSTEM FAILURE. Brake Malfunction.

Al the rst indication of brake malfunction, or if brakes arc suspected to be overheated, the aircraft should be maneu vered off the active runway and stopped. The aircraft should not be (uxicd into a crowded parking area and the parking brakes should not be set. Overheated wheels and brakes will be cooled before the aircraft is towed or taxied. Peak temperatures in (he wheel and brake assembly arc nol attained until sonic time after a maximum braking operation is com pleted. In extreme cases, heal buildup can cause the wheel and tire to fail with explosive force or be destroyed by re if proper cooling is nol effected. Taxiing at low speeds lo obtain air cooling of overheated brakes will not reduce temperatures and can actually cause additional heat build-up.

has locked. If no locked wheel is detected, operation should be normal. Should the ANTI-SKID OFF light illuminate, the Anti-Skid Switch should be placed to OFF to prevent possible erratic operation.

Anti-Skid Off Brake Application.

After the aircraft has touched down, the proper brake applica tion is a smooth rm pressure, steadily increasing until de sired braking action is obtained. Braking action must be judged by sensing the deceleration ofthe aircraft while apply ing pedal pressure. Maximum braking action will occur when the wheels are in a rolling skid. Increasing the pressure above this value will cause breakdown of the lire surface, which acts as a lubricant, and uncontrolled skidding or lock ing of the wheels will occur. This results in extreme loss of braking action and possible difculties in directional con trol. To relieve such a condition, brake pressure must be released until the wheels come up to speed. The brakes may then be reapplied with more caution.

WARNING
If any abnormal brake pressure is observed during ground operation, check the Anti-Skid Power, Emergency Brakes. Normal and Emergency Brake Pressure circuit breakers. If open, reset and check brake pressure. If abnormal pressure is still ob served, insert landing gear safety pins from inside of aircraft. No further troubleshooting will be at tempted.

Brake Released Light Failure (Normal Brake Pres sure).

If the BRAKES REL light does not illuminate prior to land ing, there will be no locked wheel protection at touchdown and the pilot should ensure a positive touchdown prior to applying brakes. If DET OUT and/or ANTI-SKID OFF lights do not illuminate, the ami-skid system should function normally after main landing gear wheels spin-up above 15 knots.

CAUTION I
After landing, if emergency brakes arc selected and the spoilers do not deploy, make only one additional attempt to deploy them. Continued attempts lo deploy the spoilers may place an excessive demand on the No. 3 Hydraulic Sys tem to the point where emergency brakes arc ineffective. Use ihe brakes cautiously when ami-skid is inop erative. If the normal brake pressure is low. place the Brake Selector Switch to EMER. Check lhat the No. 3 hydraulic system PRESS. ON light is illuminated. If complete hydraulic system failure occurs, approximately 10 brake applications can be made with both accumulators in No. 3 system fully charged.

Brake Released Light Failure (Abnormal Brake Pressure).

If the BRAKES REL light docs not illuminate, accomplish the following. 1. Open the Landing Gear Control circuit breaker (30R). This should restore normal ground operation. If the BRAKES REL light illuminates, normal anti-skid operation should be available. Install all landing gear pins. 2. If normal brake pressure is still abnormal, remove the cannon plugs from the nose and main selector valves. Manually position the nose and main landing gear selector valves lo ihe down position. If normal pressure returns, install all landing gear pins. 3. If normal brake pressure docs not return within limits, nose wheel steering and normal brakes are inoperative. Select emergency brakes, and install all landing gear pins.

Anti-Skid System Failure.

If the DET OUT light illuminates or ashes while taxiing, the scanner will be deplaned to determine if a wheel brake

3-43

TO 1 C-141 C-1

LANDING.
CONTROLLABILITY CHECK.
A controllability check is conducted to determine the mini mum safe airspeed to maintain during approach and landing following in-ight structural damage, fuel imbalance, differ ential airspeed readings, or in-ight control malfunctions. Ordinarily, the check should be conducted in landing congu ration at 10,000 - 15,000 feet altitude. Minimum airspeed obtained at higher altitudes will be excessive because of compressibility effects. Care should be exercised in progressing to the landing cong uration. All speed and conguration changes should be made slowly, taking note of any excessive conlrol requirements produced. With the aircraft in the desired conguration, the airspeed is gradually decreased while evaluating the control and trim capabilities. Any impending control problem is indi cated by an excessive rolling, yawing, or pitching movement. The airspeed is gradually decreased until the desired ap proach speed is obtained or an undesirable control problem is approached.

WARNING
The speed must never be decreased to the point at which full control deection is required about any axis since there may be no recovery capability beyond this point. The landing are requirements can be decreased by making a low at landing approach. The speed must never be allowed to decrease below the minimum safe speed as determined from the check.

LANDING WITH ONE OR MORE ENGINES INOPERATIVE. One Engine Inoperative.

Rudder trim requirements and reversing techniques are the only basic differences from a four-engine approach and landing. The pilot should not exceed REV IDLE except with symmetrical power.

Two Engines Inoperative. (Refer to gures 3-18, 3-19, and 3-20.) Asymmetrical Engines.
If conditions and time allow, the recommended landing gross weight with two-engine asymmetric thrust is between 220,000 and 240,000 lbs. The actual landing weight must take into consideration factors such as collateral damage, available systems, aircraft handling characteristics, nal conguration, available runway, ability lo jettison cargo, and zero fuel weight vs. fuel on board. Landing weights from 220,000 to 240,000 lbs give the aircraft a threshold speed (two-engine approach speed minus 10 knots) that is normally above two-engine Vmca. Gross weights approaching 240,000 lbs will allow a closer to normal approach and landing speed schedule that is above two-engine Vmca. Approach speeds with gross weights below 220,000 lbs will generally be governed by two-engine Vmca. Approaches at these weights allow no margin for error with speed control and thrust application. Key to a successful approach and landing will be ying the planned conguration and adhering to the speed schedule based on that conguration. Last minute, unplanned changes in either the conguration or speeds may have unseen consequences. The aircraft's ability to accelerate, or maintain ight, with the available thrust is more difcult as gross weights increase and/or when the aircraft's conguration changes.

Symmetrical Engines.
Aircrews experiencing two-engine symmetric thrust conditions may have greater options, conditions and time permitting, to plan landing weights below 220,000 lbs. Problems with aircraft control are reduced while operating with symmetric engines; however, follow the recommended speeds closely. A momentary hesitation or compressor stall between engines on thrust application, if applied near, at, or below two-engine Vmca, may prevent a successful recovery.

Two-Engine Procedure.
I. Approach speed for approach aps will be computed. Two-engine approach speed will be approach speed or two-engine Vmca, whichever is greater. 2. The ight engineer will compute and have available for the pilot, two-engine Vmca and two-engine Vmfr.

3-44

TO 1 C-141 C-1 WARNING If two-engine approach speed is based on two-engine Vmca, decreasing below the two-engine Vmca could result in loss of aircraft control. NOTE Recommended flap setting for a two-engine approach is 75% unless runway length becomes a factor. When operating at a speed below 200 KCAS, the RUDDER HI PRESS switch should be placed lo OVERRIDE. 3. Final approach will be own at two-engine approach speed plus 20 knots and aps up until approaching the descent point. Flaps will then be lowered lo APPROACH setting and ihe aircraft slowed to two-engine approach speed. RUDDER HI PRESS switch should be placed to OVERRIDE. Landing aps may be used when landing is assured. NOTE The term Landing Assured will be interpreted as follows: On nal approach with runway or approach lights in sight, within one mile of the runway, and in a position lo complete the landing safely. 4. The threshold will be crossed al Iwo-cnginc, approach speed minus 10 knots. 5. When the nose gear is on the ground, retard all throttles to REV IDLE. Spoilers and brakes will be the primary means of stopping the aircraft. Reverse thrust under asymmetric conditions should be limited to use of the inboard engine and only if absolutely necessary. WARNING ^ Upon landing, shut down the remaining engines as soon as possible. Inspect all engines for collateral damage prior to continued operation. GO-AROUND WITH ONE OR MORE ENGINES INOPERATIVE. be started before slowing below two-engine-out air minimum WARNING control speed. With No. I and No. 2 engines inoperative, the landing gear cannot be retracted during a go-around and will result in extremely marginal performance. A go-around Do not perform missed approaches or gowith asymmetrical engines operating should be accomplished arounds with autopilot and/or autolhrottlcs en similar to a normal go-around; however, maintain minimum gaged. climbout speed or air minimum control speed, whichever is higher, with the aps at APPROACH settings until a safe Three-Engine Go-around. maneuvering altitude is reached. If further climbout is re The decision lo go-around with one engine inoperative must quired in clean conguration, it should be done at 220 knots be made as early as possible due to the reduced thrust avail or 0.45 Mach, whichever is lower. able. The normal go-around procedure will be followed. NOTE NOTE If an approach is made with the aps al less If increased climb capability is needed, climb than normal (75%), use the charted minimum out at Vmco. climbout speed for the selected or lesser charted ap setting (i.e., aps at 60%, use Two-Engine Go-around. 50% chart). Compare this with two-engine Vmca and use the greater value. Always plan a two-engine approach so lhat a go-around will not be required. If a go-around is required, it should LANDING WITH ONE OR MORE MAIN GEARS RETRACTED OR MISSING. Consideration should be given to landing in that congura 3. Landing Gear Warning Horn Circuit Breaker OPEN (32R) tion. Proceed as follows: 1. Landing gear handle down. 2. Insert nose landing gear pin. 3-45 4. GCAC Circuit Breaker - OPEN (22B).

TO 1 C-141 C-1 WARNING

All GCAS modes and aural annunciations/ tones arc disabled when GCAC circuit breaker is opened. ' ^ > | 5. Review Touchdown Relay Malfunctions. 6. Accomplish the appropriate items of the Whccls-Up Landing procedure.

TOUCHDOWN RELAY MALFUNCTIONS.

The thrust reversers, spoilers, brakes, rudder pedal steering, aps, landing gear systems, and APU arc affected by a touch down relay malfunction. The exact problems that will be encountered is determined by the position of the relays at the time of the malfunction/failure. If the Touchdown Relay circuit breaker (31R) opens, be prepared to encounter the following total, partial, or any combination of the below malfunctions to exist: Deployment lo ight limit only. 3. Brakes Brake release light will not illuminate. Anti-skid will be inoperative with no locked wheel protection. 4. Rudder Pedal 5. Flaps 6. Landing Gear Handle 7. APU 8. Defensive Systems Rudder pedal steering will he inoperative. High force detent will be engaged. Lock release lever engaged. Inoperative. Armed on the ground.

NOTE
Due to the complexity ofthe wiring of differ ent landing gear touchdown systems, effects listed below are worst case. 1. Thrust Reversers 2. Spoilers All thrust reversers inoperative. High force detent will be engaged. Deployment will require over-riding high force detent.

LANDING WITH NOSE GEAR RETRACTED.

If the nose landing gear cannot be extended, a landing on the main landing gears can be made and the nose lowered onto the runway as speed decreases. Smooth nose contact with the runway is important. The horizontal stabilizer should be used for more effective elevator control al the slower speeds. Some nose-up pitch trim may be applied during the nal landing phase before initial touchdown; however, pitch up due lo spoiler deployment should be considered. Consideration should be given to jettison defensive system ares if installed on the aircraft. Refer to the Rare Jettison checklist. Excess fuel should be jettisoned to decrease the landing gross weight and permit lower touchdown speed. If possible, cargo should be shifted aft for a more favorable aft CG conguration. I. Accomplish ihe applicable items of the Whccls-up Landing procedure. 2. Complete Before Landing checklist. 3. Perform a normal approach for landing. Ensure lhat the Landing Gear Handle is DOWN and the nose gear selec tor valve is in the DOWN position, which can be determined by checking normal brake pressure indication.
: CAUTION i:
**v*vv

If the nose gear selector valve is not in the DOWN position, normal anti-skid braking will not be available and emergency brakes must be used. 4. Prior to Approach and Landing: a. Crew Entrance Ladder - REMOVE

WARNING
If cargo is required to be shifted, see Reposi tioning of Palletized Cargo/Airdrop Platforms. The following procedure is recommended for landing with the nose gear retracted:

b. Landing Gear Warning Horn Circuit Breaker (32R) - OPEN c. Emergency Exit Light Charge and Arm Circuit Breaker (37R) - OPEN

3-46

TO 1 C-141 C-1
d. GCAC Circuit Breaker - OPEN (22B). 6. After touchdown, the pilot should: a. Hold the nose off. Use reverse thrust if possible for deceleration. b. At approximately 90 KCAS, smoothly lower the nose. Contact the nose at approximately 80 KCAS. c. IDLE. Upon nose contact, move all four throttles to REV

WARNING
All GCAS modes and aural annunciations/ tones arc disabled when GCAC circuit breaker is opened.

NOTE
Consideration may be given lo closing the crew manual oxygen shutoff valve before land ing if desired. 5. At touchdown, trim nose up to hold the nose off.

d. Maintain directional control with brakes. Asym metric reverse thrust may also be used. e. Apply maximum braking to stop the aircraft.

LANDING WITH FLAT TIRE. Nose Gear Tire Flat.

AUTI ON I

Do not hold Ihe nose gear off the runway until elevator conlrol is lost. Severe nose gear contact will likely blow the remaining lire. Relocate cargo and equipment to move the CG as near the aft limil as possible. Make a normal approach and touchdown. After touchdown, hold the nose gear off the runway as long as possible. Use minimum brakes. Stop the aircraft on the runway and have il towed lo a parking area.

approach and landing. Be prepared for possible drag from the gear with the bad tire. Expect more effective braking from the gear with good tires. Use ailerons to hold the weight off the at tires as much as possible. If at least one tire on each axle of main gear is inated, it should be possible to cautiously taxi clear of the runway. Except under extreme circumstances, further taxi should be avoided.

WARNING
If cargo is required to be shifted, sec Repositioning of Palletized Cargo/Airdrop Platforms.
* C AUTI OI

WARNING
If cargo is required to be shifted, sec Repositioning of Palletized Cargo/Airdrop Platforms.

*<*<v

"J

One or More Tires on One Main Gear Flat.

Dump unnecessary fuel. Relocate cargo and equipment for ward to apply more weight on the nose wheel and thus pro vide more positive steering after touchdown. Make a normal

Should a lire fail and there is reported or suspected damage to the aircraft, the aircraft commander should consider stopping the aircraft straight ahead and conduct a thorough visual inspection of the aircraft system and structure. The aircraft commander should only continue to move the air craft when ensured that no further damage to the aircraft will occur and that movement can be con trolled.

3-47

TO 1 C-141 C-1

WHEELS UP LANDING. Consideration should be given to jettison defensive system ares if installed on the aircraft. Refer to the Flare Jettison checklist. The Pilot Will: Direct the crew and troops to prepare for crash land ing. Brief the crew on proce dures to be followed prior to and during the crash landing. 3. Descend to an altitude not requiring oxygen (if appli cable). Direct engineer to depressurize the aircraft if re quired. Direct loadmaster/scanner to jettison cargo as re quired. 1. Depressurize on pilot's command. 2. No. 3 Hyd System as required. Cargo Jettison QUIRED AS REThe Engineer Will: The Loadmaster/Scanner Will: 1. Prepare for Crash Landing - ACKNOWLEDGED / ~ \

2. Flight Station Door SECURED Secure the ight station door open. 3. Passenger/Troops BRIEFED

Jettison cargo using the Cargo Jettison checklist. Pressure door, petal door and ramp - OPEN AS RE QUIRED. NOTE The pressure door should be opened, the petal doors should be opened to the ight position, and the ramp should be up and locked. Cargo Doors QUIRED AS RE-

If cargo doors are opened, re tract ramp to CLOSED posi tion and lock by means of the manual override. If cargo doors are NOT opened, pilot will open doors and ramp. Retract ramp to CLOSED position and lock by means of the manual override. NOTE Use manual override to raise and lock the ramp af ter the opening sequence has ended. The Door Arming switch must be in the OFF position and re main OFF before selecting manual override. /""%

3-48

TO 1 C-141 C-1 ^ The Pilot Will: The Engineer Will: The Loadmaster/Scanner Will: Wl 6. T r o o p Doors OPENED V k1

tf*
_

7. Emergency Escape Hatches and Troop Doors - OPEN AS REQUIRED NOTE All doors and hatches should be removed/ opened prior to land ing.

WARNING

X "

f^
8. When appropriate, jettison fuel to minimum required for approach and landing (approx 10,000 lbs). 3. Jettison fuel on pilot's command. 4. Close crossfeed and sepa ration valves. 5. Flight Station - SECURED ^ NOTE The ight crew seat head rests should be installed on the pilot's, copilot's, navigator's and engineer's seats.

Extreme caution must A be used when open- ^ ing other exits with iO the petal doors open ^ due to the wind ^ blast. kl 7. N o . 3 H a t c h R E MOVED/SECURED Release/secure escape rope ladders adjacent to No. 3 hatch. Remove and secure

hatch.

L^

^ ^ k' ^ ^

8. A f t S i d e E m e r g e n c y E s - V cape Hatches - OPENED/ kl SECURED L1 9. T r o o p O x y g e n M a n u a l V Shutoff Valves - CLOSED. kl

WARNING

IF^(

^ J J I ^ ^

( ^

Do not attempt to de- "^ plete the troop oxygen V system. Doing so kl could produce a dan- ^ gerously high oxy- V gen-rich environment. kl 1 0. F o r w a r d S i d e E s c a p e ^ Hatches - OPENED/ ^ SECURED kl

WARNING

f1 ^ V -

(P*\
|\

^ ^ M k

<p '

When the forward side ^ escape hatches are re- ^ moved and the en- k ^ gines are reversed, ^ debris, engine ame, V and exhaust fumes en- i" ter the cabin which ^ can be harmful to oc- V cupants in the cargo ^ compartment in close L^ proximity to these A open escape hatches. .^ When feasible, passen- ^ gers should be moved ^ aft to preclude pos- ^ sible i n j u r y. U

3-49

T01C-141C-1 The Pilot Will: The Engineer Will: The Loadmaster/Scanner Will: 11. No. 2 Escape Hatch OPENED Release/secure escape rope ladders adjacent to No. 2 hatch. Open hatch. 12. Personnel - SEATED/ SECURED Ensure personnel are seated and secured. Ensure aft-facing seats are raised to upright position. 13. Cargo Compartment PREPARED Notify pilot when cargo compartment is prepared for crash landing. Prior To Approach And Landing (Approx 10 minutes). 9. Six short blasts on horn if time or circumstances do not permit the passengers/ patients to be notied by the public address system or voice. 10. Landing Gear Warning Horn Circuit Breaker OPEN Landing Gear Warning Horn Circuit Breaker (32R) - OPEN Emergency Exit Lts. Charge and Arm Circuit Breaker (37R) - OPEN GCAC Circuit Breaker (22B) - OPEN <~%

11. GCAC Circuit Breaker OPEN WARNING All GCAS modes and aural annunciations/ tones are disabled when GCAC circuit breaker is opened. 12. Direct all personnel to as sume crash positions.

'^tJ

9. Assume crash position.

- ^

3-50